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

During our 1000PS winter escape to Barcelona, we not only managed to dodge the Central European winter but also significantly extended our testing season. Amidst numerous motorcycle innovations like the BMW R 1300 RS, R 1300 RT, and KTM 1390 Super Adventure R, one bike particularly stood out: the Stark Varg SM. Technically and dynamically, it operates far beyond what we are accustomed to.

The electric Supermoto from Spain isn't just another novelty—it's a concept that deliberately diverges from the norm. This made it all the more exciting to experience, not just from my perspective as an avid road rider, but also with a professional evaluation. Joining us was Bernd Hiemer, two-time Supermoto World Champion. Together, we assessed how well the Varg SM performs in everyday scenarios and how it handles 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 league of its own, even compared to powerful combustion engines—especially given its low weight. For comparison, the current strongest street-legal production Supermoto, the KTM 690 SMC R, delivers 79 HP at a ready-to-ride weight of over 160 kg.

At the heart of the Stark Varg SM is a 7.2 kWh battery, which also functions as a structural element, contributing to the chassis stiffness. The suspension is from KYB and is fully adjustable, offering 290 mm of travel at the front and 303 mm at the rear. High-quality Brembo components handle braking, with a radial four-piston caliper and a 320 mm disc up front. The entire package is clearly geared towards performance.

The cockpit is particularly innovative: Instead of a traditional display, Stark uses its own rugged Android smartphone, called Arkenstone, which serves as both a display and control center. Here you can adjust power levels, power characteristics, engine braking, and regeneration, as well as access typical connectivity features like navigation. The Arkenstone also acts as a sort of key since there's no traditional ignition slot, and the Stark can only be moved in a sort of emergency mode without the phone secured in its sleek mount. To prevent theft, there's a handlebar lock, a tracking system, and the option to completely disable the motorcycle via the cellular network by Stark.

The Stark Varg SM is not a motorcycle that easily fits 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 never existed before.

A central element of this concept is its immense adaptability. Through the cockpit, you can not only select different riding modes but also fully customize power curves in the Advanced Mode. This allows you to configure the Varg SM from a tame A1-compliant vehicle to a full-throttle 80 HP machine.

Additionally, despite these power figures, it is homologated as an A1 motorcycle—made possible primarily by the distinction between continuous and peak power. In practice, this means the power is always available—if you unlock it. To prevent misuse by young, inexperienced, yet horsepower-hungry riders, there's also an optional password-protected lock, allowing the rider to use only a defined portion of the power.

Another peculiarity of the Varg SM is that it doesn't have ABS. I was under the impression that every motorized two-wheeler today needs at least a combined braking system. However, there are specific exemptions where if a vehicle is under a certain weight and the seat height is above a certain level, ABS isn't required. This likely relates to enduro bikes, which roll off production lines street-legal but without ABS. However, those enduros are rarely A1 bikes and don't pack 80 HP and 914 Nm of torque at the rear wheel. The Varg SM also lacks traction control.

Alongside the electronic wizardry comes a clear premium ethos. The Stark Varg SM is brimming with high-quality materials, beautiful design, precise craftsmanship, and numerous customization options. When you find titanium bolts and footpegs each costing several hundred euros in the accessory catalog, you know this bike isn't aimed at budget riders.

In an urban setting, one of the Stark Varg SM's major strengths quickly becomes apparent: its simplicity. No shifting, no clutch, no traditional engine running—just twist the throttle and go. Especially in stop-and-go traffic, this concept shines, making riding pleasantly straightforward.

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

However, it quickly becomes clear 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 rough surfaces. Additionally, the unconventional operation of the rear brake via the left hand instead of a clutch lever requires some getting used to and doesn't suit everyone right away. A traditional foot brake lever is available at an extra cost.

Overall, the Varg SM functions in everyday use—but it never really feels like a comfortable daily vehicle. Instead, it consistently gives the impression of an uncompromising sports machine that only partially holds back in urban use.

Once you leave the city, one issue inevitably comes into focus: the range. As with any electric vehicle, it heavily depends on riding style, speed, and area of use—but especially with a Supermoto that invites playfulness, it quickly becomes a challenge.

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

Regeneration does help recover energy, but its effect remains limited. On a roughly 5 km winding uphill ride to the Parc del Garraf National Park, I used up 11-12% of the charge. On the same downhill stretch, with regeneration set to maximum and minimal braking, only 1-2% was recouped.

Much 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 functions as a charger, with an optional portable charger available 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 in about an hour. This is enough for roughly 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; 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 that's meant for maximum fun, this "range anxiety" feels like a counterpoint to the very idea of an uncompromising fun bike.

Once you hit winding roads, the Stark Varg SM reveals its true nature—and it's demanding. The combination of low weight and extremely direct power delivery creates a riding experience unlike traditional Supermotos. Even at mid-level power settings, it's clear how much potential this bike has. The power is delivered almost instantaneously, causing the front wheel to rise quicker than expected. Precision on the throttle isn't just a skill here; it's a necessity.

The Stark Varg SM offers five power modes. We've configured them in the following power levels: 10, 20, 40, 60, and 80 HP. To unlock the full 80 HP, you need to shell out an extra €1000 for the so-called "Alpha" variant of the Varg SM. Without this upgrade, you're capped at 60 HP, but even that pulls so hard that I never felt the need to switch to 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. Bernd Hiemer echoes this sentiment: Even as an experienced Supermoto World Champion, he approaches the Varg SM with respect. The combination of power, low weight, and lack of ABS and traction control means you have to earn its trust.

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 the system's great strength lies precisely in its adaptability. By precisely altering the power curve, the bike can be significantly tamed and made more controllable. It quickly became clear to me as well: The so-called Advanced Mode isn't a toy, but an essential tool. Adjusting the power delivery makes the Varg SM more manageable—at least for riders without professional-level skills. Control at low speeds is never the issue since the power delivery is still gentle from the factory. But even with a gentle power increase, you eventually reach the high power level, where just a minimal wrist twist lies between cornering fun, a rising rear wheel, and a crash.

When steering, the Stark Varg SM exhibits a character that doesn't feel immediately familiar. Despite its low weight and low center of gravity, it feels less agile than one might initially expect. A noticeable tendency to stand up is observed, especially when braking in a lean, while it tends to tip slightly into the curve during acceleration.

This behavior requires some getting used to, even for the Supermoto World Champion. Bernd describes the steering behavior as "idiosyncratic" and notes that he initially lacks confidence 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. Irregularities are only absorbed to a limited extent, 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 shares this view: the setup works well for the kart track, but in road use, it seems too uncompromising.

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—this combination demands respect.

From my perspective, the Varg SM is a unique, adrenaline-inducing, and thus very fun bike. But it's certainly not a motorcycle that forgives mistakes. The direct throttle response, the sporty Brembo front brake, and the idiosyncratic handling ensure that you must remain focused at all times. Inexperienced riders, in particular, could quickly find themselves overwhelmed.

Bernd Hiemer sees it differently: for him, the motorcycle isn't inherently dangerous—but it requires experience and training. He views the concept critically, especially for beginners or returning riders. The temptation to push the limits is significant—and therein lies the danger. While the option to limit power helps, it doesn't replace the necessary riding feel. In the wrong hands, the Varg SM can quickly become more than just a fun toy. However, in the right hands, it can offer a riding experience unmatched by any other two-wheeler.

With a starting price of €12,990 or €13,990 for the 80-HP variant, the Stark Varg SM is clearly positioned in the premium segment. It can be ordered either through dealers and distributors, or like Tesla, via the Stark website configurator. For this quite substantial sum, which is on par with combustion competitors, you get a technically exceptional motorcycle with high-quality components and a very distinctive concept. The possibility for customization—both software-wise and in terms of components—also underscores the premium claim. However, this is slightly dampened by the buttons on the handlebar controls. While the buttons and controls themselves are very stylish, made from aluminum, the feel is indifferent and clunky, and on our nearly new machine, the turn signal didn't quite work as expected.

Beyond the aesthetics and riding experience, the low maintenance requirement is particularly noteworthy. Compared to traditional combustion engines, many typical service points are eliminated, saving both time and costs in the long run. Aside from usual wear parts like forks, brake fluid, or the chain, the maintenance effort remains manageable. The transmission oil should be changed every 50 hours. Air filter changes, piston maintenance, spark plug checks, valve clearance adjustments, and more are completely unnecessary, which significantly improves the value for money.