Honda has hinted at all-electric motorcycle concepts in the past, but it has rarely gone all-in for two-wheeled electrification with a production version. That seems to have changed with the Wuyang-Honda WH8000D bike developed in collaboration with a Chinese joint venture, Guangzhou Motorcycle Group.
Before the E‑VO, Honda’s focus was on practical scooters and underbone motorcycles that had limited appeal. Their new electric café racer marks a radical shift from their usual offerings. Launched at Beijing’s Shougang Park in late May 2025, this full-size electric motorcycle is the first of its kind from the Honda–Guangzhou partnership, although they have created vehicles in the past.
Designer:
At first glance, the E‑VO impresses with its neo-retro flair. A sculpted half-fairing and round LED headlight evoke the style of vintage café racers, while bar-end mirrors, inverted front forks, dual discs with ABS, and adjustable levers reflect its modern, sporty intent. It’s offered in two refined schemes: black with red trim or off‑white with orange accents and a tan saddle. Power comes from an 8 kW (11 hp) hub motor, peaking at around 15–15.8 kW (20–21.5 hp), having acceleration and top speed comparable to 150–250 cc petrol bikes, the EV delivers 0 to 50 km/h in about 2.8 seconds and a top speed touching 120 km/h.
Battery options include a dual 4.1 kWh pack with a range of approximately 120 km, or a tri 6.2 kWh pack having a range of around 170 km. Domestic charging from a standard socket takes 90 minutes for the smaller pack and about 150 minutes for the larger pack. That said, the lack of DC fast charging draws criticism, as do the modest ranges and mid-tier charging speeds compared to some competitors. Weighing approximately 315 lb for the small battery and 344 lb for the larger, the bike rides on 16‑inch front and 14‑inch rear wheels with inverted forks and a rear monoshock.
Modern features include a 7‑inch TFT screen that displays speed, battery level, tire pressure, navigation, music controls, and other vital HUD elements. It supports smartphone and DJI camera connections. The standard model includes a front-facing dash cam. The higher trims offer additional rear and foot-mounted cameras. Safety and convenience are boosted by cruise control, traction control, hill-start assist, three ride modes (Eco, Normal, Sport), a boost button for extra torque, and keyless ignition.
Priced aggressively at around US$4,500 for the 4.1 kWh version and US$5,100 for the 6.2 kWh version, the E‑VO offers strong value in its home market. Still, skeptics argue that ICE bikes at similar prices may prove more practical for many, while higher-end electric models deliver better range and performance. Although it carries Honda branding, the E‑VO is a regional model tailored specifically for China and does not appear on Honda’s global electric roadmap, at least not yet. Yet, given Honda’s declared global goal of 10 electric motorcycle models by 2025 and 15 percent of bike sales electric by 2030, the E‑VO represents a strategic testbed alongside broader expansion plans.
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