10FoldMoto

My custom Surron Light Bee X was STOLEN in Port Coquitlam, BC. This bike is very recognizable (orange + blue Goku-themed build). If you see it anywhere in Canada, or see these parts for sale, please contact local police or message me.

Key stolen parts on the bike:

Stolen KO Moto Big Block Motor (Blue)

Stolen KO Moto Rush Controller (Blue)

Stolen Fox 40 Forks Grip X2 (Orange)

Stolen Fox DHX2 Rear Shock + SLS Coil Spring (Orange)

Stolen Warp9Racing Warp Drive + Warp9 Racing Jackshaft (Blue)

Stolen Warp9Racing Direct Handlebar Mount (Blue)

Stolen Warp9Racing Surron Rear Suspension Triangles (Blue)

Stolen Warp9Racing Light Bee Rear Suspension Linkage (Blue)

Stolen NiceCNC Chain Guard Protection (Blue)

Stolen NiceCNC Motor Belt Pulley Protector Cover Guard (Blue)

Stolen NiceCNC Ignition Key Switch Plate Cover (Blue)

Stolen NiceCNC Front Wheel Spacers Hub Collars (Blue)

Stolen NiceCNC Rear Wheel Spacers Hub Collars w/ O-ring (Blue)

Stolen KKE Speedometer Mount / Relocation (Blue)

Stolen Thick Aluminum Bashguard (Painted Anodized Blue)

Stolen Orange Battery Sliders / Positioning Supports

Stolen Kaniwaba Pedal Kit + Orange Pedals

Stolen Extended Rear Fender + Number Plates (Orange)

Stolen Prickly Motorsports Stainless Battery/Controller Mounting Plate (Blue)

Bum Motorsports TrophyKart during off-road testing

Publisher: 10FoldMoto • Author/Writer: Robert Couture

Excerpt: Bum Motorsports’ TrophyKart is one of the coolest mini off-road truck builds online right now. What starts as a tiny race-style truck with real suspension turns into a chaotic supercharger experiment, rough off-road test session, and eventually a far more serious dual-motor electric project. Small scale, real fabrication, and huge trophy truck energy make this one worth watching.

Brief Summary / Teaser: The Bum Motorsports TrophyKart build is one of the most interesting mini off road truck projects online right now. It starts as a professionally built small-scale race truck with real suspension hardware, then gets pushed through backyard testing, janky supercharger experiments, and a full electric dual-motor transformation. It’s small, but it carries real trophy truck attitude.

Why the Bum Motorsports TrophyKart stands out

Some builds are fun because they’re polished. This one is fun because it’s not pretending to be.

The Bum Motorsports TrophyKart video shows a machine that’s tiny in scale but serious in layout. It uses proper fabrication, race-style geometry, quality shocks, and a chassis that looks more like a scaled desert racer than a toy. That’s what makes it interesting.

This isn’t just a mini truck with oversized tires and a cool name. It’s built like a real machine, then treated like one.

What a TrophyKart actually is

A TrophyKart is basically a junior or scaled-down off road truck built to mimic the feel, suspension movement, and racing attitude of a full-size trophy truck. In this case, the Bum Motorsports machine looks like the smallest trophy truck you could reasonably buy, but it still has the details that matter.

Real suspension and race-style construction

According to the transcript, this little truck came with Bilstein shocks, a properly welded chassis, upgraded steering, and a compact single-cylinder engine package. That matters because the whole appeal of a mini off road truck is whether it actually behaves like a race truck, not whether it just looks like one.

And from the way it’s described and tested, this one does.

The stock setup was cool, but underpowered

The original engine setup gave the truck character, but not much urgency.

Bum Motorsports describes the 301 as basically a lawn mower engine with a proper exhaust. That’s part of the charm, honestly. It sounds better than it has any right to, and it fits the rough, mechanical feel of the project. But once they started actually driving it, the limits showed up fast.

Where the stock setup struggled

The stock powertrain looked weak in a few key areas:

Low torque and slow acceleration

Even with their supercharger experiment, the truck still felt lazy. It had that familiar small-engine problem where it eventually gets moving, but getting there takes too long.

CVT and belt stress

Once boost and extra load entered the picture, the CVT became a problem. The added pulley setup and belt load pushed the system harder than it really wanted.

Tight packaging

The truck was cramped before modification, and the supercharger setup made that worse. Seat position, clearance, and packaging all became part of the problem.

That’s a good reminder for any mini off road truck build. Packaging matters just as much as power.

The Amazon supercharger experiment was chaotic, but interesting

This was easily one of the most entertaining parts of the build.

They mounted a tiny Amazon supercharger onto the little 301 setup, fabricated brackets, reworked the intake path, experimented with push-through versus draw-through carb placement, changed jets, swapped carburetors, and kept pushing until the thing finally ran. It was messy, improvised, and exactly the kind of garage engineering people actually watch for.

Why this part of the project worked as content

It worked because it showed real problem-solving instead of pretending the first idea was correct.

They had to:

remove chassis pieces for space

build a pulley system off the CVT

fabricate custom mounts

revise the intake routing

change from a push-through system to a draw-through setup

rejet and eventually switch to a larger carburetor

verify boost with a gauge

That’s real builder content. Not polished. Not fake. Just trying things until the machine responds.

Note: The supercharger setup reportedly made around 10 psi of boost during testing, but the packaging and CVT load made it a poor long-term solution for this chassis.

The best part was seeing the truck actually driven off road

A lot of projects look good in the shop and fall apart in the dirt. This one at least made it into the real world.

Once Bum Motorsports took the truck out for testing, the suspension looked like the real highlight. The truck handled whoops, survived jump attempts, and genuinely looked planted for something this small. Even when the powertrain felt underwhelming, the chassis and suspension still gave the machine credibility.

Why that matters

That’s the difference between a novelty build and a platform worth developing.

A weak engine can be replaced. A bad chassis usually isn’t worth saving.

Here, the opposite happened. The chassis looked worth keeping, which is probably why the project evolved instead of dying.

Then the project got way more serious

The biggest pivot is what makes this build worth following.

After realizing the gas engine setup was too slow and too fragile for the goals of the project, Bum Motorsports moved toward a dual-motor electric setup. That changes everything.

Instead of trying to squeeze more life out of a small gas engine and stressed CVT, they started building what sounds like a serious electric mini trophy truck with custom hubs, sprocket adapters, a fabricated rear axle, dual motors, dual controllers, and a much more intentional powertrain layout.

Why the electric version makes more sense

For a mini off road truck, electric can solve a lot of the exact issues the gas setup struggled with.

Better low-speed torque

This is probably the biggest advantage. Small off road trucks need immediate punch more than they need highway speed.

Simpler tuning path

Instead of dealing with jets, carb behavior, boost plumbing, and belt compromise, electric lets them focus more on gearing, controller setup, traction, and chassis behavior.

Packaging upside

Electric swaps are never easy, but if done right, they can remove some of the awkward compromises that came from trying to supercharge a tiny industrial engine inside a cramped cabin.

Guesstimating the performance potential

This is where things get fun.

I’m guesstimating here, but a lightweight dual-motor electric TrophyKart could become a genuinely violent little machine if the gearing, battery output, and traction all line up. Depending on the exact motor and controller specs, it could easily move from “fun novelty” into “seriously fast” territory.

Rough guesstimation

Based on the direction of the build, I’d guesstimate this thing could eventually land somewhere in the range of:

20 to 40+ kW

27 to 54+ hp

massive low-end wheel torque relative to size

That’s the kind of setup that can make a mini off road truck feel way faster than the numbers suggest. Lightweight electric builds tend to hit hard, and in something this small, even modest power can feel absurd.

For anyone interested in how power, voltage, and output interact on EV builds, the 10FoldMoto EV Motorcycle DC Power Calculator is useful for understanding the numbers before parts start flying around the shop.

Why people care about mini off road trucks like this

Because they compress the best parts of build culture into a smaller, cheaper, weirder package.

You still get:

suspension development

drivetrain experimentation

fabrication work

off-road testing

real problem-solving

a machine that looks cool even when it fails

That combination is hard to fake. It’s why the Bum Motorsports TrophyKart content works. It has the same emotional pull as full-size off road builds, just in a more compact and slightly more ridiculous form.

And that’s a compliment.

Final thoughts on Bum Motorsports’ TrophyKart

The best part of this project is that it didn’t stop at “good enough.”

The stock mini truck was already cool. The supercharger phase was entertaining. But the electric transformation is the part that could turn this from a funny mini off road truck into a genuinely impressive machine.

That’s where this project gets interesting.

It stopped being just a tiny trophy truck and started becoming a real engineering story. That’s the kind of thing we pay attention to at 10FoldMoto.

We make powerful things understandable, and make understanding empowering.

If you like weird fabrication, off-road machines, and builder-first content that actually shows the messy middle, this is one worth following.

Follow 10FoldMoto and keep up with us on YouTube, Instagram, X, and Bluesky for more build culture, EV tech, and off-road project coverage.

Posted Date: 3, 30, 2026.

Publisher: 10FoldMoto • Author/Writer: Robert Couture

Bonnell 902 and Stark Varg article

Summary: A recent Instagram clip shows a Bonnell 902 beating Stark Vargs in a race setting. That matters. But it does not confirm a track record, and it does not settle the Bonnell 902 vs Stark Varg debate on its own.

The claim everyone is talking about

A clip from Instagram shows Trevor Stewart riding a Bonnell 902 and beating riders on Stark Vargs in what is labeled the Stark Open Class at Emoto Racing Live.

That is a real result. It is not just random hype. It means the Bonnell 902 is competitive enough to win in a real race environment.

What actually happened

The most important detail is the rider. Trevor Stewart is not just any rider. A strong rider can change the outcome of a race even when the bikes are close on paper. That matters in motocross, and it still matters in electric motocross.

So yes, the Bonnell 902 beat Stark Vargs in that event. But that does not automatically mean the Bonnell 902 is the faster bike in every test, on every track, or in every rider's hands.

Why this is not a confirmed track record

A race win and a track record are not the same thing. To confirm a track record, you would want the same rider, the same track, the same conditions, and verified lap timing. This clip does not show a controlled comparison like that.

What it shows is a race result. That still matters, but it should be described accurately.

Note: If a post, reel, or comment makes a bigger claim than the evidence supports, the best move is to slow down and trace the original context before repeating it.

Why the result still matters

Even if this is not a track record, it is still one of the first real signs that the Bonnell 902 is more than a spec-sheet bike. Before this, most Bonnell discussion was early product coverage, rough guesstimating, and builder-level curiosity.

Now there is at least one clear result showing that the platform can run at the front. Based on published positioning and what the bike appears to be targeting, a reasonable guesstimate puts the 902 in the neighborhood of 60 to 65 kW and roughly 80 to 90 hp. That puts it in serious company.

For more background on the platform itself, see this earlier 10FoldMoto Bonnell breakdown.

What the Stark Varg still has

The Bonnell lineup looks serious, but the Stark Varg is still the benchmark because it has more public validation behind it. It has proven race use, established software tuning, and repeatable performance that riders already trust.

That is a big advantage. One impressive result is important, but repeated performance is what builds reputation.

Final takeaway

So, did the Bonnell 902 beat Stark Vargs in that clip? Yes. Did it confirm that the Bonnell 902 holds a track record or is outright better than the Stark Varg everywhere? No.

The accurate takeaway is simpler and more useful: the Bonnell 902 is now a credible competitor, not just a new name. That is good for the electric dirt bike space, and it means the Stark Varg finally has another machine people will seriously watch.

Design smarter, ride harder.

Follow 10FoldMoto on the blog, and keep up with the wider build culture on Instagram, YouTube, and X.

Posted Date: 3, 23, 2026

Publisher: 10FoldMoto • Author/Writer: Robert Couture

Posted Date: 3, 16, 2026

Last Updated: 3, 9, 2026

Marko, CEO & Founder of Flux Motorcycles — Flux Primo electric motocross bike.

Summary: Flux Motorcycles, also known as Flux Performance, is a Slovenian electric motorcycle startup focused on full-size off-road machines. Their goal is not to make a toy, a scooter, or a stripped-down commuter. They appear to be building a serious electric motocross and enduro platform meant to compete with real gas dirt bikes.

Focus keywords: Flux Motorcycles, Flux Primo

Why Flux Motorcycles matters

Electric dirt bikes are finally moving past the early novelty phase. Riders are no longer only asking whether an electric bike is quiet, simple, or weirdly fast. The better question now is whether a company can build one that actually feels right on a track, survives real abuse, and makes sense as a platform.

That is why Flux is interesting. From what they have shown publicly, they are not trying to redesign motorcycle culture. They are trying to keep the feel of a real motocross bike while replacing the combustion powertrain with a high-performance electric one.

What is Flux Motorcycles?

Flux Motorcycles is the public-facing motorcycle brand of Flux Performance, a European startup developing electric off-road motorcycles. The company has been focused on high-performance electric motocross and related off-road applications rather than commuter bikes or low-power urban machines.

In plain terms, Flux looks like a company trying to build a proper electric dirt bike brand from the ground up.

Where is Flux Motorcycles from?

Flux Performance is based in Slovenia. That matters more than it sounds like it should. Slovenia places the company inside a strong European engineering and motorsport region, with access to suppliers, fabrication knowledge, and a culture that is close to the Austrian, Italian, and broader EU motorcycle industry.

For riders and builders, that usually signals a company that is trying to engineer a product seriously rather than just white-label something and wrap it in good branding.

When was Flux founded?

Flux Performance appears to have been founded in the early 2020s, with public development of the Flux Primo becoming visible around 2022. Since then, the company has continued to publish updates about its leadership and engineering team, and its news page shows active company updates through 2025.

Note: As with many startups, exact “founded” dates can be described differently depending on whether someone means incorporation, early development, or first public reveal.

What type of platform is Flux trying to build?

Flux appears to be building a full-size electric off-road motorcycle platform. This is the important part. They do not seem to be aiming at the mini-bike segment. They are aiming higher.

Likely target categories

The platform direction suggests a machine intended for:

motocross

enduro

possibly supermoto or road-legal derivatives later

That means the real comparison is not a small Sur-Ron-style light electric. The better comparison is a modern motocross bike, or an electric platform that wants to compete with serious off-road machines.

Full-size layout philosophy

The broad idea seems to be:

real dirt bike proportions

serious suspension geometry

high-power electric drive system

software-controlled riding behavior

battery architecture designed around performance, not just range

That is a much harder project than building a basic electric trail bike, but it is also far more interesting.

What is the Flux Primo?

The Flux Primo is Flux’s best-known public prototype and development platform. It is the bike most people associate with the company right now.

From public descriptions over the last few years, the Primo is positioned as a high-performance electric dirt bike platform intended to show what Flux can do with chassis design, power delivery, and electronics integration.

What makes the Flux Primo notable?

It is presented as a serious off-road machine, not a novelty EV

It appears to use a high-voltage battery architecture

It has been described as having a swappable battery concept

Its power output targets place it in real motocross territory

Its controls and rider interface appear to lean heavily on software

That combination is what makes the project stand out. A lot of electric bikes are either light and simple, or heavy and road-focused. Flux looks like it wants race-bike energy, just with a different powertrain strategy.

What kind of powertrain is Flux trying to make?

Based on Flux’s public material and the broader coverage around the Flux Primo, the company is working toward a high-performance electric motorcycle powertrain designed specifically for off-road use.

Battery system

The Flux Primo has been publicly associated with a high-voltage battery pack, often described around the 450 V class, with a swappable format and a capacity around 7 kWh in outside reporting. Even allowing for future revisions, that signals a platform designed for strong sustained output rather than just low-voltage burst power.

For builders, this is one of the most interesting parts. High-voltage systems can reduce current for the same power level, which can help with thermal load, wiring, and controller behavior, though they also push cost, packaging, and safety demands up fast.

Motor and drivetrain

The public framing around Flux points to a liquid-cooled electric motor and a reduction-drive setup aimed at high torque delivery. The exact final architecture could still evolve, but the goal is pretty clear: deliver real off-road acceleration and usable power without making the bike feel synthetic or dull.

If the published performance targets are even close, then Flux is not aiming for “pretty quick.” They are aiming for something that can genuinely sit in the conversation with major off-road bikes.

Software-defined riding behavior

This is another key difference. Flux does not just appear interested in electrification. They appear interested in digitally shaping the riding experience.

That usually means things like:

adjustable power maps

ride modes

traction-oriented control strategies

sensor-based rider feedback

tunable throttle response

That matters because software is where electric motorcycles can either become amazing or become annoying. If the calibration is bad, the bike feels fake. If the calibration is good, the bike can feel unbelievably precise.

What is Flux trying to be in the market?

Flux seems to be aiming at the same broad performance conversation as the most serious electric off-road brands, but with its own angle. The company appears more interested in a traditional dirt bike feel, strong engineering identity, and platform development than in gimmicks.

That puts them into a category closer to a true electric motocross manufacturer than to a lifestyle EV brand.

What does the Flux news page tell us now?

The company’s public news page shows that Flux has kept posting team and leadership updates through 2025. That includes profile posts for its engineering and leadership staff and a June 2025 announcement naming César Ferreira as CTO.

That does not prove production success by itself, but it does suggest the company has continued building organizational structure rather than going quiet.

For startup watching, that matters. A dead news feed usually tells its own story. An active one at least shows ongoing movement.

My builder take on Flux

From a builder perspective, Flux is interesting because the project appears to respect what riders already like about dirt bikes. A lot of companies overcorrect when they go electric. They try to make the machine feel futuristic first and usable second.

Flux looks more grounded than that.

If I were guesstimating the appeal, I would say the value of the Flux concept is not just the kW, HP, or torque. It is the attempt to make those numbers live inside a platform that still feels familiar to a rider who knows motocross.

That is the part that matters.

Final thoughts

Flux Motorcycles is an electric off-road motorcycle startup from Slovenia, built around the idea of a serious full-size performance platform. The Flux Primo is the clearest public expression of that idea so far: an electric motocross-oriented machine with a high-voltage battery system, software-heavy control strategy, and ambitions well beyond the lightweight e-moto category.

Whether Flux becomes a major production brand or not, it is absolutely one of the more interesting companies to watch in electric motocross right now.

You can learn more about the company directly on the Flux Motorcycles official website .

Design smarter, ride harder.

Related reading

If you are into electric motorcycle powertrain analysis, battery system design, and performance guesstimations, you should also check out the 10FoldMoto EV Motorcycle DC Power Calculator.

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Electric vehicle fire statistics are often used to promote e-motorcycles.

Chinese Sur-Ron Frame Set on eBay: Inspect the Swingarm Shock Mount Area

Reference photo: OEM-style bracket geometry (uncut). Zoom in on the lower bracket area.

I found a Sur-Ron Light Bee X frame set on eBay that looks clean at first glance, even offered in custom powder coat, but one detail in the photos made me stop: the swingarm’s lower bottom bracket area appears to be cut or relieved.

Listing photo: the same area appears cut/relieved. That’s not just cosmetic, it can reduce torsion strength.

What I’m Seeing in the Photos

Based on the listing images (and only the images), the bracket area under the swingarm looks like it has material removed. That’s a problem because this region already concentrates load on the Light Bee X platform. Cutting it doesn’t “upgrade” anything; it usually moves you in the wrong direction: less cross-section, less stiffness, less fatigue margin.

Why This Point Matters on a Light Bee X

The lower shock mount sees big cyclic loads. Every compression event is leverage, shock force, and vibration routed through that mount. If you’re running harder riding, bigger hits, or higher power setups, the stress history gets worse — fast.

High-cycle fatigue zone: repeated load, repeated flex, repeated risk.

Stress concentration: sharp geometry + weld toes + mount points = where cracks like to start.

Failure mode isn’t gentle: when a structural part lets go, it’s usually sudden.

This is one of those “looks fine until it isn’t” areas. Powder coat can make a part look new. It can also hide hairline cracks, grinding marks, or heat discoloration from prior repairs.

Buyer Checklist Before You Click “Buy”

If you’re shopping used or aftermarket frames/swingarms (especially from overseas or unknown suppliers), treat it like aviation. Pre-flight it. Don’t assume.

Zoom every photo. Check shock mounts, pivots, weld toes, gussets, and any “cleaned” edges.

Read the description for what it doesn’t say: no history, no mileage, no reason for modifications.

Check feedback quality (not just the score) and what they’ve sold before.

Check dates: how long have they been moving these parts, and how recent are the sales?

If anything looks off, ask for close-ups under bright light (both sides) before you buy.

NOTE: If you can’t verify the integrity of a high-load structural area from the photos and description, assume risk until proven otherwise.

Custom Color Doesn’t Equal Safety

A custom powder coat is a finish, not a reinforcement. It won’t restore missing material. It won’t add fatigue life. It won’t prevent a crack from propagating once the structure is compromised. The result of a failure here can be serious injury. Don’t gamble your body on aesthetics.

Design smarter, ride harder! We make powerful things understandable, and make understanding empowering.

Reputable Alternatives to Compare Against

If you’re unsure about a used or aftermarket frame or swingarm listing, it helps to compare it against known retailers that publish clear specs, consistent photos, and established support history. These aren’t endorsements — they’re reference points.

SurRon.ca — swingarm listings Canadian retailer with OEM and aftermarket Sur-Ron parts. Good baseline for stock geometry and pricing.

Epic Cycles — Sur-Ron parts Known in the community, clear product photos, and established service history.

KO Moto — authorized retailers Useful if you’re cross-checking performance-oriented or reinforced chassis components.

MXPartShop — 100mm extended swingarm Example of a clearly labeled aftermarket swingarm with stated geometry changes and intended use.

NOTE: Always compare weld quality, bracket geometry, material thickness, and shock mount design — not just price or finish.

Quick Tool Link for Builders

If you’re building a higher-power Sur-Ron and you want to sanity-check the electrical side (voltage sag, current draw, wiring, heat), use the EV Motorcycle DC Power Calculator. Don’t let the electrical system (or the chassis) be the weak link.

Publisher: 10FoldMoto • Author: Robert Couture

#10FoldMoto #SurRon #LightBeeX #eMotoSafety

Sur-Ron vs. Talaria for Builds: Which Platform Makes More Sense?

People don’t buy a Sur-Ron or Talaria to keep it stock. They buy a starting point. Then the build begins.

If you’re here for real builder logic, the question is simple: What happens after the first controller and battery upgrade?

Why this comparison matters for builds

At around 8–12 kW, both bikes can feel similar. At 15 kW, the differences start showing. At 20 kW and beyond, you find out what the platform actually tolerates.

How far you can push power without constant drama

How much aftermarket support exists when something doesn’t fit

How stable the chassis feels when speed becomes the main risk

How repeatable the setup is (not just one lucky pull)

Note: “Fast” is not the goal. Repeatable, safe power is the goal.

Best for maximum power and customization

Sur-Ron Light Bee X

If your goal is maximum power and deep customization, the Sur-Ron Light Bee X is still the default choice. The aftermarket ecosystem is bigger, older, and better documented, especially for 30 kW+ builds.

More controller and battery options with proven fitment paths

More brackets, mounts, and “someone already solved this” parts

More community data at extreme power levels

Power reality: 20 kW is common. 25 kW is very doable. 30 kW+ is achievable with reinforcement and good electrical planning. That’s roughly 40 hp guesstimated at the high end, depending on losses and setup.

Trade-off: the build quality matters a lot. This is the platform that rewards builders who actually like building.

Best “out of the box” power and reliability

Talaria Sting R (MX4 / MX5)

If you want strong power with less wrenching, the Talaria Sting R tends to make more sense. It’s generally more rigid, and the gearbox avoids belt issues that show up when you start riding hard at higher speeds.

Gearbox reduces belt maintenance and belt failures

More stable chassis feel at speed

Better “ride it hard” behavior at 72V, 15–20 kW builds

Power reality: 15–20 kW is where Talaria feels clean and repeatable. Call it 20–27 hp guesstimated, delivered in a more composed way.

Trade-off: the aftermarket is smaller, and the extreme-power path is less flexible than Sur-Ron.

Electrical reality check

Most “bike problems” at high power aren’t the bike. They’re electrical. Undersized wire, sketchy connectors, unrealistic current assumptions, and ignored voltage sag.

Before you commit to a battery or controller, run your numbers through the calculator: EV Motorcycle DC Power Calculator (voltage sag, current, wire warnings) .

Estimate real current draw

See sag before you feel it

Catch unsafe wire/connector choices early

Supporting hardware (the boring parts that save builds)

Once power goes up, small components stop being small. Brackets, guards, adapters, and drivetrain hardware become load-bearing decisions. That’s where parts from NiceCNC fit in.

Browse build support parts here: NiceCNC parts and build hardware (10FoldMoto store) .

Not flashy. Just the stuff that reduces weak points.

Quick summary for builders

Best for maximum power and customization: Sur-Ron Light Bee X (aftermarket for 30 kW+ builds is unmatched)

Best for out-of-the-box power and reliability: Talaria Sting R (MX4 / MX5), especially 72V 15–20 kW builds

One question decides it: Are you building for 15–20 kW with stability, or chasing 30 kW+ with maximum modularity?

What’s your target power level right now, and what’s the one weak point you’re trying to solve first?

Publisher: 10FoldMoto • Author: Robert Couture

KO MOTO / INVENTORY WATCH FEB 2026 PUBLISHER: 10FOLDMOTO

KO Moto Update: Big Block Stock, Battery Available, and Signs of Movement

KO listings: Big Block in Stock!

Last updated: February 2026 Publisher: 10FoldMoto • Author: Robert Couture

This is a quick state-of-play update on KO Moto and KO Technologies. Not hype. Just what’s actually live, what’s missing, and why it matters if you’re building or planning a high-power Sur-Ron or Talaria setup.

The Big Block Motor Is Back (Sort Of)

The 62 mm KO Moto Big Block motor is currently listed in stock again.

Fitment: Sur-Ron LBX and Segway variants

Status: Available

Finish: Black only (no color options at the moment)

This is notable because the Big Block has spent long stretches effectively unavailable. Seeing it return to stock suggests production has resumed at some level, not just a placeholder listing.

KO Moto Big Block motor product page

Builder note: Power output numbers are still vague. Most real-world setups land in a wide range depending on controller, battery, and cooling. Expect guesstimated high-power performance rather than a clean spec-sheet answer.

Rush Controller: Still Listed, Still Purple, Still a Question Mark

The KO Factory Spec Rush Controller remains listed.

Color: Purple only

Status: Listed, but no new supporting info

System: No bundled update with the Ultra Motor

KO Factory Spec Rush Controller product page

There is still no public update on the long-discussed Ultra Rush Controller + Ultra Motor pairing. No timelines. No confirmation. No quiet release.

For now, treat the Rush Controller as an isolated product, not part of a new integrated drivetrain launch.

The Miink Battery Is Actually In Stock

This one matters. The Miink battery is shown as in stock — I haven’t seen that in years.

The Miink battery for Talaria Sting and Sur-Ron LBX is currently shown as in stock.

Miink battery product page

If this stock status holds, it may signal:

Improved supply chain stability

A shift toward fulfilling complete systems again

Or simply a small production run that finally made it through

Either way, this is the first tangible sign of movement beyond motors and controllers.

New Retailer Page = Quiet Signal

KO Moto has also published a dedicated USA retailer page.

KO Moto — USA retailers page

This doesn’t guarantee expansion, but it does suggest renewed outreach and backend activity. Brands don’t usually refresh dealer infrastructure unless they expect parts to move.

What’s Still Missing

To be clear, several big unknowns remain:

No confirmed Ultra Motor

No confirmed Ultra Rush Controller

No system-level documentation tying motor, controller, and battery together

No new tuning or thermal data

So this isn’t a “KO is back” headline. It’s more like KO is visible again.

Why This Matters for Builders

If you’re planning a high-power electric dirt bike build, availability matters as much as specs. Seeing Big Block motors in stock, batteries actually available, and retailer infrastructure being updated means KO Moto might be entering a more active phase after a long quiet period.

If you’re comparing setups or planning power targets, sanity-check your system math first. Tools like the calculator below help catch mismatches before parts are ordered:

EV Motorcycle DC Power Calculator (battery / voltage drop / load sanity check)

Bottom Line

Big Block: Available again (black only)

Rush Controller: Still listed, no ecosystem update

Miink Battery: Surprisingly in stock

Retailers: New page suggests renewed activity

Ultra System: Still vapor, for now

If you’re watching KO Moto, this is the first real pulse in a while. Not a comeback announcement. Just signs of life.

Question for builders: If KO does relaunch a full Ultra system, would you trust it on day one — or wait for real-world data?

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NiceCNC Surron Parts Are Landing — Clean CNC, Honest Prices, No Shortcuts

Publisher: 10FoldMoto Author: Robert Couture Date: Feb 9, 2026

Initial NiceCNC Surron parts drop: CNC-machined hardware focused on durability and fitment.

If you build a Surron long enough, you learn where the bike is strong and where it could improve. It’s usually not the flashy stuff. It’s the mounts, brackets, clamps, and small hardware that either do their job… or slowly ruin a ride.

This first batch of NiceCNC Surron parts is focused on exactly that kind of upgrade. Practical components. Real CNC machining. Clear pricing. No mystery.

You can see the full release here: 👉 NiceCNC Surron Parts

What’s in the first NiceCNC drop

This release is intentionally tight. These are parts that improve control, durability, and fitment without turning your bike into a science experiment.

Here’s what’s landing:

Throttle Housing and Tube — $67.03 Smooth action, solid housing, no flex where your right hand actually matters.

Front Number Plate — $30.09 Clean fit, lighter than stock, and doesn’t rattle itself loose.

Upper Triple Clamp Top Link — $68.40 Adds stiffness where the front end needs it most.

Brake Line Holder — $25.98 A small part that prevents big brake-line problems later.

Digital Display Relocation Bracket — $38.30 Moves the display to a position that actually makes sense.

Key Cover Case — $23.25 Cheap protection against trail and impact damage.

Brake Levers — $45.14 Proper feel, proper reach, no mystery alloy.

Ignition Plate Cover — $53.35 Shields a vulnerable area that tends to get ignored.

Frame Clamp — $36.93 Simple, strong, and exactly what it should be.

Brake Reservoir Cover Caps — $30.09 Clean finish and real protection for exposed components.

Handlebar Riser Mount — $50.61 Ergonomics matter more than people like to admit.

Everything is CNC-machined aluminum. Everything is priced up front. No guessing.

About the pricing

These aren’t influencer prices or “race team only” parts. They sit where functional aftermarket parts should sit: affordable enough to actually buy, solid enough to keep.

You’re paying for:

CNC machining

Proper materials

Correct fitment

Consistent quality

Not hype. Design smarter, ride harder!

A quick note on stealing (because yeah, this is personal)

Having my Surron stolen didn’t make me want revenge. It didn’t make me want shortcuts. And it definitely didn’t make me want to disappear.

It did the opposite.

If anything, it pushed me to reach out to brands directly, build real relationships, and start doing this the right way. I stopped waiting. I began emailing manufacturers, setting up proper listings, learning pricing, logistics, and what it actually takes to run a legitimate parts business.

Turns out that was the better path anyway.

Building something real beats taking something that isn’t yours every time. One creates momentum. The other just leaves damage behind. This business exists because I chose to build instead of fold, and honestly, I’m glad I did.

If you want a better bike, a better setup, or a better scene, this is how it happens. You buy parts. You install them. You learn. You support the companies that make the hardware we all rely on.

Builders keep things and move forward. Thieves don’t.

Why this drop matters

This is the foundation. These are the parts that quietly make a Surron better every ride, not just better in photos.

More NiceCNC parts are coming. More brands too. But this first release sets the tone: clean hardware, honest pricing, and upgrades that actually do something.

Sigma MX by Altis Powersports.

Altis Sigma MX — a clean-sheet electric motocross platform.

Publisher: 10FoldMoto Author: Robert Couture

Electric dirt bikes are easy to hype and hard to get right. Power numbers look good on paper. Geometry, heat management, and long-term durability are where most platforms quietly fall apart.

The Sigma MX from Altis Powersports looks like it was designed by people who noticed that gap and decided to close it properly.

This doesn’t read like a converted concept or a stretched pit bike. It reads like a clean-sheet motocross platform.

Start with what riders actually fight

Gas riders switching to electric usually run into the same issues:

Awkward geometry

Abrupt throttle response

Components that feel undersized for real riding

A sense that the bike is always one hard session away from needing fixes

Those aren’t “early adopter problems.” They’re design problems.

The Sigma MX looks like it was built by starting at the chassis, not the motor.

Real MX proportions matter more than specs

Before you talk torque or top speed, you notice the stance. Wheelbase, rake, seat height, and suspension travel all point toward full-size motocross intent.

That matters because confidence comes from predictability. A bike that feels correct underneath you lets you push without thinking. That’s what separates trail toys from real MX platforms.

The Sigma MX looks comfortable being ridden hard, not just demonstrated.

Power that’s meant to be controlled

Electric bikes don’t need help making torque. What they need is a delivery that doesn’t punish the rider.

The Sigma MX appears tuned for usable power. Smooth response. No drama. Enough headroom to ride aggressively without constantly managing the throttle like a dimmer switch.

That’s the difference between fast laps and short rides.

System-level design, not just components

What stands out is how integrated everything looks:

Battery placement feels intentional, not crammed

Frame and drivetrain appear designed around load paths

Cooling and packaging suggest long-session thinking

This is the stuff that doesn’t show up in spec charts but decides whether a bike feels solid after six months instead of six rides.

Good electric bikes don’t ask riders to babysit them. They just work.

Why this matters to builders and riders

At 10FoldMoto, we see the aftermath of rushed design. Bikes that make power but overheat. Frames that flex where they shouldn’t. Electrical systems that look impressive but age poorly.

The Sigma MX feels like it was designed to avoid that entire cycle.

It’s not trying to sell the future. It’s trying to survive it.

Who the Sigma MX is really for

This bike makes sense if you:

Want real motocross ergonomics

Expect durability, not novelty

Care about repeatability and serviceability

Don’t want to “finish the design” with aftermarket fixes

If you’re coming from gas MX, this feels less like switching categories and more like removing friction.

Final thoughts

Electric motocross doesn’t need more noise. It needs bikes that feel right, ride hard, and hold up.

The Altis Sigma MX looks like a serious attempt at exactly that.

We’ll be watching how this platform holds up in real riding, not just launch photos.

STOLEN SURRON LIGHT BEE X — PORT COQUITLAM, BC

Author: Robert Couture • Location: Port Coquitlam, BC

Status: STOLEN — Police report filed.

This is a public theft notice.

My Surron Light Bee X was STOLEN in Port Coquitlam, BC. This is a STOLEN Surron Light Bee X with a highly recognizable custom build. If you are searching for a stolen Surron Port Coquitlam, a Surron Light Bee X stolen in BC, a Port Coquitlam stolen electric dirt bike, or stolen Sur-Ron parts, this post is meant to document and identify the bike clearly.

Photo 1/6 — STOLEN Surron Light Bee X (Port Coquitlam) overall view.

STOLEN BIKE IDENTIFICATION

Goku-Themed 10FoldMoto Surron Light Bee X (STOLEN)

This is not a stock Sur-Ron. This STOLEN Surron Light Bee X in Port Coquitlam was built as a Dragon Ball Z tribute — orange and blue “Super Saiyan Surron” theme with major performance upgrades.

Photo 2/6 — Early mock-up / stance identifiers (Port Coquitlam STOLEN Surron).

🔧 Performance Upgrades (STOLEN SURRON PARTS)

KO Moto Big Block Motor + Rush Controller

KO Moto 62mm Big Block motor

KO Moto Rush Controller

Very high torque and instant acceleration

If you see a KO Big Block motor for sale in Port Coquitlam, it may be connected to this STOLEN Surron Light Bee X.

Warp9 Racing Jackshaft + Warp Drive

Warp9 jackshaft built for higher torque

Durable drivetrain setup for upgraded motor power

Photo 3/6 — Battery + bike staging (Port Coquitlam STOLEN Surron).

🛠️ Control & Handling (Unique Identifiers)

Warp9 Direct Handlebar Mount (Blue)

Blue Warp9 direct mount

More rigid steering feel and precision

Kaniwaba Pedal Kit

Pedal kit installed (not common on many Light Bee builds)

A STOLEN Surron with pedals in Port Coquitlam is a major identifier.

Photo 4/6 — Front-end / stance identifiers (Port Coquitlam STOLEN Surron).

🛡️ Suspension & Braking (Highly Recognizable)

Fox 40 Forks Grip X2 (Orange)

Orange Fox 40 forks (very distinctive)

High-performance damping and adjustability

Fox DHX2 Rear Shock + Orange SLS Coil

Fox DHX2 rear shock

Orange SLS coil spring

🎨 Aesthetic + External Visual Markers (Port Coquitlam STOLEN Surron)

Orange extended fenders (front, rear, side)

NiceCNC blue chain guards

Ignition key switch / USB cover (blue)

KKE speedometer mount / relocation (blue)

Thick aluminum bashguard (custom finish, painted anodized blue)

🧩 Custom 3D Printed Parts (Orange ASA)

Installed: Orange battery sliders / positioning supports (hold ChiBattery pack tight)

Planned / partial: Battery cover, controller lower shroud, rear mud guard, tailpiece mount, seat bottom cover, left/right battery shrouds and lock

STOLEN SURRON LIGHT BEE X — PORT COQUITLAM, BC

To be completely clear for search visibility and identification: this is a STOLEN Surron Light Bee X in Port Coquitlam, BC. If you see a stolen Surron in Port Coquitlam, a Surron Light Bee X stolen in BC, or stolen Sur-Ron parts that match this description, please report it.

Information / Contact

A police report has been filed. If you have information about this STOLEN Surron Light Bee X in Port Coquitlam, please contact local authorities.

Thank you to everyone in the BC e-moto community for sharing and keeping an eye out.

— Robert Couture 10FoldMoto

EV Battery Compatibility Calculator_01

Publisher: 10FoldMoto • Author: Robert Couture

A design-sanity tool for builders who care about volts, amps, heat, and what actually fails first.

If you’ve spent any time building, upgrading, or pushing an electric motorcycle, you’ve probably noticed a pattern: most calculators stop exactly where things start getting interesting.

They’ll tell you the pack voltage. Maybe amp-hours. Sometimes, a rough range estimate. What they won’t tell you is why a pack that looks fine on paper sags into a cutoff, why cold weather suddenly turns “plenty of battery” into limp mode, or why a breaker that “should be fine” keeps nuisance-tripping under hard pulls.

The EV Battery Compatibility Calculator was built to live in that gap. Not as a marketing spec generator, and not as a physics simulator, but as a pre-flight check for real-world EV battery failure modes.

What This Tool Actually Does

Think of this tool the way you’d think about a pre-ride inspection. It doesn’t guarantee that nothing will break, but it dramatically reduces the odds that you’ll discover a problem the hard way.

Pack Modeling From First Principles

This EV motorcycle battery calculator builds a full pack model from the inputs builders actually work with: series/parallel layout, cell chemistry, and optional real cell presets. If you select a known cell (Samsung 40T, Molicel P42A / P45B, Samsung 50S, EVE 50E, Sony VTC6), the tool auto-fills realistic baseline values for capacity, voltage, and internal resistance.

This avoids the common trap of optimistic spec-sheet numbers that don’t survive real load.

State of Charge That Respects Reality

State of Charge is estimated using chemistry-specific open-circuit voltage curves, or locked to your manual input when you override it. This allows the EV battery calculator to flag over-voltage and over-charge conditions before they become BMS problems.

System-Level Voltage Sag Analysis

Unlike basic tools, this calculator treats voltage sag as a system problem. It combines cell resistance, temperature-adjusted wiring, connector losses, and main breaker resistance into a single traction-path model.

The result is a true battery voltage sag calculator that estimates continuous and peak drop, including per-cell voltage under load.

Cold Weather and Low-SoC Behavior

The tool applies chemistry-aware temperature penalties and SoC-dependent resistance curves to explain why the same pack feels “fine at 70%” and unusable at 15% in the cold.

Protection and Accessory Branch Checks

Breaker sizing is evaluated against continuous and peak current using duration-aware logic, while accessory branches are checked for over-voltage conditions. This makes the calculator function as a practical EV battery risk calculator rather than a simple math tool.

Charging Sanity and Abuse Detection

Charger current is compared against pack capacity in C-rate terms, calling out safe, marginal, and abusive charging setups before heat and degradation become permanent.

Usable Energy and Realistic Range

Instead of theoretical energy, the calculator focuses on usable watt-hours. Range estimates are derived from effective capacity, nominal voltage, and your real-world Wh/km input, not marketing numbers.

Thermal Stress and Weak-Cell Risk

Electrical losses are converted into heat, and combined with pack mass and enclosure assumptions to highlight thermal stress and weakest-cell cutoff risk, two of the most common real-world failure triggers.

One Screen, One Decision

All results are condensed into collapsible RISK MAP modules so you can decide whether to ride it, derate it, or redesign it.

What This Tool Does Not Pretend to Do

This is not a drive-cycle simulator, motor physics engine, or certification tool. It does not replace lab testing, data logging, or safe engineering practice.

What it does replace is guesswork.