Stark Varg SM Review: The Most Radical Supermoto of the Future?

During our 1000PS winter escape to Barcelona, we not only managed to flee the Central European winter but also significantly extended our testing season. Amidst numerous new motorcycle models like the BMW R 1300 RS, R 1300 RT, or KTM 1390 Super Adventure R, one bike stood out: the Stark Varg SM. Both technically and in terms of ride dynamics, it operates in a realm far beyond what we usually know.

Because the electric Supermoto from Spain isn't just another new release—it's a concept that deliberately diverges from the norm. It was all the more exciting to experience it not only from my perspective as an ambitious street rider but also with professional insight. Joining me was Bernd Hiemer, two-time Supermoto World Champion. Together, we evaluated how well the Varg SM performs in everyday use—and how it handles in the twisties.

The specs of the Stark Varg SM read like a top trumps card: 80 HP peak power, 914 Nm of torque at the rear wheel, and a weight of just 124.5 kilograms. This places the electric Supermoto in a realm that's extraordinary even compared to powerful combustion engines—especially when combined with its low weight. For comparison, the currently most powerful road-legal production Supermoto, the KTM 690 SMC R, delivers 79 HP at a ready-to-ride weight of over 160 kg.

The heart of the Stark Varg SM is a 7.2 kWh battery that doubles as a structural element within the bike, contributing to the chassis stiffness. The suspension is sourced from KYB and is fully adjustable, with 290 mm of travel at the front and 303 mm at the rear. Braking is handled by high-quality Brembo components, featuring a radial four-piston caliper and a 320 mm disc at the front. The entire package is clearly geared towards performance.

The cockpit stands out for its innovation: Instead of a traditional display, Stark uses its own robust Android smartphone called Arkenstone, which serves as both display and control center. Here, you can individually adjust power level, power characteristics, engine braking, and regeneration, as well as manage typical connectivity features like navigation. The Arkenstone also acts as a kind of key, as there is no typical ignition keyhole, and the Stark can only be operated in a sort of emergency mode without the smartphone secured in its sleek mount. To prevent theft, there's a steering lock, a tracking system, and the option to completely disable the bike via the mobile network by Stark.

The Stark Varg SM is not a motorcycle that fits neatly into existing categories. It combines the uncompromising directness of an electric motor with the playfulness and aggression of a Supermoto—creating a riding experience that has not existed until now.

A central element of this concept is the immense adaptability. Through the cockpit, you can not only select different riding modes but also individually design complete power curves in the Advanced Mode. This allows you to configure the Varg SM from a tame A1-compliant vehicle to a no-holds-barred 80 HP machine.

Additionally, despite these performance figures, it is homologated as an A1 motorcycle—a feat made possible mainly by distinguishing between continuous and peak power. In practice, this also means that the power is always available—if you unlock it. To prevent misuse by young, inexperienced, yet horsepower-hungry hands, there is also an optional password-protected lock, allowing only a defined portion of the power to be used.

Another peculiar feature of the Varg SM is that the machine doesn't have ABS. I was under the impression that every motorized two-wheeler nowadays requires at least a combined braking system. However, there are certain exemptions that if a vehicle is under a certain weight and the seat height is above a specific value, it doesn't need ABS. This is probably due to hard enduros, which also roll off the assembly line without ABS but with road approval. But hard enduros are rarely A1 bikes and don't pack 80 HP and 914 Nm of torque at the rear wheel. The Varg SM, incidentally, also lacks traction control.

Alongside the electronic wizardry, there's a clear premium claim. The Stark Varg SM is brimming with high-quality materials, beautiful design, precise craftsmanship, and numerous customization options. When titanium screws and foot pegs are priced at several hundred euros each in the accessory catalog, you know this bike isn't aimed at budget riders.

In the urban environment, one of the Stark Varg SM's greatest strengths quickly becomes apparent: its simplicity. No shifting, no clutch, no engine idle in the traditional sense—just twist the throttle and go. Especially in stop-and-go traffic, this concept plays to its strengths, making riding pleasantly uncomplicated.

The handling while stationary is also impressive. Despite a seat height of over 900 mm, the Varg feels remarkably accessible due to its extreme narrowness. The weight is low, making it easy to maneuver and overall very manageable.

However, it quickly becomes apparent that comfort is not the focus. The seat is narrow and hard, and the suspension is firmly tuned. This is noticeable in city traffic, especially on rougher surfaces. Additionally, the unusual operation of the rear brake using the left hand instead of a clutch lever requires some adjustment and may not immediately appeal to everyone. A traditional foot brake lever is available at an additional cost.

Overall, the Varg SM works in everyday life—but it never truly feels like a comfortable daily rider. Rather, it consistently leaves the impression of a no-compromise sports machine that only slightly tones down its character in urban settings.

As soon as you leave the city, one issue inevitably comes into focus: range. Like any electric vehicle, it heavily depends on riding style, speed, and application—but especially with a Supermoto that invites play, this quickly becomes a challenge.

In our test, a fairly realistic picture emerged: For an approximately 20-kilometer ride to the test track with some uphill sections, about 34 percent of the battery capacity was consumed. In practice, this means that longer rides without intermediate charging are hardly possible. Even at moderate speeds, the consumption adds up significantly.

Regeneration does help to recover energy, but its effect remains limited. On a roughly 5 km long, winding ascent in the Parc del Garraf National Park, I used 11-12% of the charge. On the same route downhill, regeneration at the maximum setting and with minimal brake use only recovered 1-2%.

More relevant is the charging capability: 3.3 kW charging power is possible, resulting in a charging time of about 2 hours. Unfortunately, the Stark is not compatible with fast-charging DC stations. Instead, the elegantly designed motorcycle stand also serves as the charger, and there's an optional portable charger for on-the-go use. With this compact, portable charger, we were able to charge the Stark from 22 to 80% during a lunch break within an hour. That's enough for approximately one and a half to two hours of riding fun, depending on speed and power mode.

The range of the Stark Varg SM is sufficient for a fun ride, but the route should be very close by, otherwise, it gets tight. This limitation is unfortunately typical for an electric two-wheeler and is hardly different with the current state of battery technology. However, with the Varg SM, there's an additional psychological component: constantly considering the remaining range affects the riding experience. Especially with a motorcycle designed for maximum fun, this "range anxiety" acts as a counterpoint to the very idea of a no-compromise fun bike.

Once you hit the winding roads, the Stark Varg SM reveals its true character—and it is above all demanding. The combination of low weight and extremely direct power delivery provides a riding experience unlike that of classic Supermotos. Even at mid-power levels, the potential of this motorcycle becomes clear. The power is delivered almost instantaneously, causing the front wheel to rise faster than expected. Precision with the throttle is not optional here, but a necessity.

There are five power modes on the Stark Varg SM. We configured them in the following power levels: 10, 20, 40, 60, and 80 HP. To unlock the full 80 HP, you have to put an extra €1000 on the table to get the so-called "Alpha" variant of the Varg SM. Without the extra cost, you're capped at 60 HP, but even those pull so hard that I never reach for level 5.

I personally rode the Stark much more cautiously than comparable combustion bikes—simply because the directness of the electric drive leaves little room for error. This impression is echoed by Bernd Hiemer: Even as an experienced Supermoto World Champion, he approaches the Varg SM with initial respect. The combination of power, low weight, and the lack of ABS and traction control means you have to earn its trust first.

Bernd Hiemer draws an interesting comparison here: For him, the character in its raw form is reminiscent of extremely aggressive two-stroke motocross machines. However, he emphasizes that this is precisely where the system's great strength lies—in its adaptability. By specifically altering the power curve, the motorcycle can be significantly tamed and made more controllable. It quickly became clear to me as well: The so-called Advanced Mode is not a toy but an essential tool. Adjusting the power delivery makes the Varg SM more rideable—at least for non-professional riders. Control at low speeds is never the issue, as the power delivery is still gentle even from the factory. Yet, even with a gentle power increase, you eventually reach the high power level, where a slight twist of the wrist is all that separates cornering fun, a rising rear wheel, and a wipeout.

When cornering, the Stark Varg SM exhibits a character that doesn't immediately feel familiar. Despite its low weight and low center of gravity, it seems less agile than one might initially expect. Particularly when braking in a lean, there's a noticeable tendency to stand up, while under acceleration, it tends to tip slightly into the curve.

This behavior requires some getting used to, even for the Supermoto World Champion. Bernd describes the cornering behavior as "idiosyncratic" and notes that he initially lacks trust in the front wheel. Only with increased riding time does the behavior become more understandable, though it doesn't become truly intuitive right away.

The suspension itself is clearly geared towards sportiness. Firmly tuned, it provides stability at high speeds but shows weaknesses on uneven asphalt. Bumps are only partially absorbed, which can lead to instability when leaning. Even adjusting the fully adjustable suspension elements brings little improvement. A softer setup for the road or a wider adjustment range would be quite sensible here. Bernd agrees: for use on the kart track, the tuning is very suitable, but it feels too uncompromising for street riding.

This question almost automatically arises with a motorcycle like the Stark Varg SM. 80 HP, extremely low weight, and no electronic assistance systems like ABS or traction control—that's a combination that demands respect.

From my perspective, the Varg SM is a unique, adrenaline-inducing, and therefore very fun bike. But it is certainly not a motorcycle that forgives mistakes. The direct throttle response, the sporty front brake from Brembo, and the idiosyncratic handling mean you have to stay focused at all times. Inexperienced riders, in particular, could quickly become overwhelmed.

Bernd Hiemer has a nuanced view: For him, the motorcycle is not inherently dangerous—but it requires experience and training. He is particularly critical of the concept for beginners or returning riders. The temptation to exploit its potential is great—and that's precisely where the danger lies. The ability to limit the power helps, but it doesn't replace the necessary riding feel. In the wrong hands, the Varg SM can quickly become more than just a fun toy. In the right hands, however, it can offer a riding experience unlike any other two-wheeler.

With a starting price of €12,990 or €13,990 for the 80 HP variant, the Stark Varg SM clearly positions itself in the premium segment. It can be ordered either through dealers and distributors or, like with Tesla, via the Stark website configurator. For the quite substantial sum, albeit on par with combustion engine competitors, you get a technically exceptional motorcycle with high-quality components and a very unique concept. The ability to customize—both in software and components—further emphasizes the premium claim. This only gets dampened at the handlebar controls. The buttons and controls are very stylishly crafted from aluminum, but the feel is indifferent, clunky, and on our practically new machine, the turn signal was not functioning well.

Aside from the looks and riding feel, the low maintenance effort is particularly noteworthy. Compared to traditional combustion engines, many typical service points are eliminated, saving both time and money in the long run. Apart from usual wear parts like forks, brake fluid, or chain, the maintenance effort remains manageable. The gearbox oil should be changed every 50 hours. Air filter changes, piston maintenance, spark plug checks, valve clearance checks, and more are completely unnecessary, which significantly improves the price-performance ratio.