Cutting-edge electric cool
RGNT Scrambler SE blends heritage with tech – and has a quirky twist to its throttle
Its styling may be 1960s, but the soundtrack is from the future. Meet the RGNT (pronounced “re-gent”) Scrambler SE, an electric retro available through Suffolk-based English Electric Motor Co. It’s intended mostly for city use and falls within the 125cc-equivalent A1 licence category, but in its perkiest setting delivers 28bhp and tops 75mph.
Unlike most electric commuters it hasn’t rolled off a gigantic, generic Chinese production line, but is hand-built in Sweden. And beneath the old-school silhouette lie some thoroughly modern features, such as a touchscreen TFT display, keyless ignition and the ability to update its software over the air.
In the city
The Scrambler is slim, low and agile. On MCN’s scales the RGNT weighs a shade over 167kg – heftier than a 125, but on par with Yamaha’s MT-03 and Kawasaki’s Z400. Seat height is a manageable 810mm, with decent legroom between leather saddle and retro rubber pegs. The ‘tank’ feels slim between your knees, while the braced handlebar sets hands in a comfortable upright stance.
The Scrambler steers sweetly on its slim Avon Trailrider tyres, changing direction easily and turning with a predictable, linear rate. Walking-speed U-turns are a breeze thanks to low-speed balance and a magnificent steering lock.
The air-cooled electric motor mounted in the rear wheel feels perfectly matched for city work too, with plenty of poke to dash away from traffic lights.
‘Twist the grip forwards for regen braking’
Out on the road
Peak torque is a bonkers-sounding 288lb.ft, though it should be no surprise that a Scrambler SE doesn’t feel three times gruntier than a Ducati Panigale V4. A more realistic impression of the RGNT’s speed is given by its power, which varies with the three riding modes.
In default Dynamic mode the RGNT makes 17bhp, with a tested top speed of 64mph (67mph indicated). Below that sits Normal mode, with a peak of 12bhp and a top speed just shy of 60mph. Headline performance comes from Boost mode, which ramps output up to 28bhp, gives brisk overtaking drive and has a tested top speed of 76.3mph (indicated 79mph) – but only in short bursts. With Boost selected, an orange bar on the dash shows available power: it empties when you’re riding hard, then refills when you’re taking it easy. In short, the maximum power and speed figures are best thought of as treats for occasional use.
RGNT claim 90 miles from one charge of the 9.5kWh battery. In our experience that is only achievable in strict city riding – 30mph or less, Normal mode, gentle throttle use. On open roads, the usable range is more like 40-50 miles. The pacier riding modes are also restricted as the battery drops. Below 60%, Boost mode is unavailable. At 30%, Dynamic is turned off. And below 10%, the RGNT switches into Turtle mode, with reduced power and top speed capped at just over 30mph.
Twist to go… slower
Uniquely, the RGNT features something they call “one throttle drive”. The bike’s regen braking (where the motor converts the bike’s momentum into energy, slowing the bike while recharging the battery) is activated when you twist the throttle forwards beyond its normal closed position. It’s a fine idea in theory: rather than having fixed engine braking, you can dial in however much you want as you’re riding. In practice the maximum regen could do with being even stronger, and the system makes reaching for the front brake tricky.
Speaking of which, brakes are by J Juan, using hand levers for both ends – meaning no feet controls at all – and are partially linked. Squeezing the right lever operates just the four-piston front brake, while the left lever works both front and rear calipers. There’s no ABS.
‘Boost mode ramps output up to 28bhp’