Electromotorrad Can on the Origin in the test: The (still) impossible bike

The rejection of alternative drives is large among motorcyclists. For many, the bulbs of the engine and screeching of the exhaust systems are simply part of the driving experience. An electric motorcycle does not operate these needs – it slides overring; A shoot on the rooster makes the journey faster, but you wait in vain for the characteristic tubes of the machine. Nevertheless, these models deserve a fair chance.

Since I really appreciate electric cars, I am also open to electric motorcycles. Energica, LiveWire, Zero – I have already been able to drive some. Despite an impartial approach, no one has completely inspired me.

The conclusion was always: great acceleration, nice driving experience, but limited range and tendency to do bad charging capacity. When the test offer for the new Can on the Origin came, I hoped that it would be different this time. Especially since the technical development does not stand still and an e-motorcycle built in 2025 a model from 2019, when I was allowed to test one for the first time, should theoretically be clearly superior. And such a surcharge, as can now put on it, should have dealt with the problems of the competition. Especially since the Origin and sister model Pulse are the brand’s e-motorcycle debut.

The Can on the Origin is an enduro, i.e. a high, off -road motorcycle. It feels comfortable on both the street and off-road, stands on a 21-inch wheel at the front and an 18-inch wheel at the back and weighs 187 kilograms. The power is 47 hp in the top, the top speed is 129 kilometers per hour. The motorcycle accelerates from 0 to 100 km/h in 4.3 seconds.

The motorcycle is built by Bombardier Recreanational Products (BRP), the engine comes from Rotax, a subsidiary of BRP. The range specified by the manufacturer is 115 kilometers combined according to the WMTC standard, the battery capacity is 8.9 kilowatt hours. The onboard charger does 6.6 kilowatts, the firmly built-in battery is said to be invited from 20 minutes from 20 to 80 percent.

Even before the first test, I have serious doubts as a tour driver: Who came up with the idea of bringing a motorcycle onto the market with these performance data in 2025, and now expects that this will meet the needs of many drivers?

In the test, the range of the motorcycle for a lot of city traffic was just under 100 kilometers. The loading time comes in practice: For 80 percent, if you drive to the charging station with 20 percent, you actually stand next to 50 minutes. As a result, the radius of action is severely restricted – for longer tours, the necessary range simply lacks, especially since, unlike combustioners, the performance is noticeably reduced in the last quarter.

So even if you start from Freiburg, the Mecca of German motorcycle culture, you would come to Todtnau and back. If you do not live directly at the starting point, the model is unfortunately simply unsuitable for many tours. You will also not be able to participate in group trips, because a good hour of loading time on enormous breaks.

It gets even more critical off the trails: If you use the motorcycle in the field, risk being there without energy in the pampas. In a nutshell: 100 kilometers are nothing, really nothing.

In addition, CAN has not provided an accommodation option for the charging cable. Without the optional pockets, only the backpack remains-the heavy type 2 cable must therefore be carried on the back. In particular, that would have been so easy to prevent: with a CCS connection, this problem would not be at all; As is well known, the loading cable is available on quick charging stations, but the plug does not fit on the Origin.

All of this is a shame. Because the Origin has a lot of potential. Or, like the Canadian off-road professional Ryan Kluftinger (YouTube 🙂 in his test says: “The Origin drives like the idea of a child how motorcycles drive,” says Ryan, “It’s almost like cheating-it’s as light-footed in the field.”

The interaction of weight, acceleration and suspension actually makes driving with this motorcycle particularly uncomplicated – both on the street and in the field. The seating position convinces with comfort, and the lack of clutch also helps to concentrate entirely on the environment. The brakes and the ABS work very reliably, the different driving modes can be selected to match the situation. A reverse gear facilitates maneuvering, even in difficult terrain.

There are also large plus points for the drive chain: it is encapsulated and equipped with automatic tensioner and oil bath – almost every maintenance is no longer necessary. This is reminiscent of the low -maintenance cardan of the BMW GS and is a real comfort feature for frequent drivers. The generous maintenance interval of 16,000 kilometers after the first service also deserves praise.

The rest of the technology also convinces: The huge 10.25-inch display display not only shows information about the trip, but also offers Apple CarPlay the opportunity to mirror navigation and smartphone functions. A strong argument, especially for tourers – if the range would be sufficient.

The smartphone and papers can be accommodated in a small compartment on the “tank”. There is also the USB connection for electricity and the connection for CarPlay. This is practical, but since the subject is not lockable, there is a risk that forgotten can be easily stolen there. A lockable solution would have been desirable here.

The lack of a parking brake also raises questions. The operating instructions say: “This motorcycle has neither a package brake nor a conventional motorcycle gear that can prevent the rear wheel from moving in a parked condition. The rear wheel is always mechanically connected to the electric motor. If the motorcycle is switched off, the rear wheel can move in any direction. Must park the vehicle on a slope, block the rear wheel with the curb or a washer. “

Take a wedge with you so that the motorcycle does not roll away on sloping terrain – this looks little thought for an explicitly suitable vehicle.

All in all, Ryan Kluftinger also comes to the conclusion: “It’s just not to be used.” Above all, the limited range and the relatively long loading times significantly restrict the suitability for touring. The small flaws could be overlooked, but the technical data set clear limits to driving pleasure.

The CAN on the Origin gives the impression of a preview of what will be possible with electric motors in the future. Unfortunately, the manufacturer demands an entry -level price from 16,499 euros for this unfinished concept. If the further development of the vehicle depends on the success of this first series, the future looks bleak.

Again: that’s just a shame. The motorcycle is an extremely solid base, but primarily aims at well -off users with their own charging point who live directly on the edge of the forest and have no longer journeys to the house route. After every trip, even with a short use, reloading is practically mandatory. Or to put it another way: great acceleration, nice driving experience, but limited reach and tend to be poor charging power.

Now you could say: “Yes, but it’s perfect for the city”. This may even be voted, but hardly anyone buys an enduro for the city.

If the manufacturer succeeds at least to double or even triple the range and at the same time increase the loading speed, the Origin would use an attractive recommendation. The basis for a great electric motorcycle is undoubtedly available – but if today, this goal is still far further.

Hopefully the time is enough and can not pull the plug for financial reasons. It would not be the first manufacturer of electric motorcycles.