Savic C-Series Alpha 2025 Review

In a time when the recreational road bike sector supposedly isn’t ready for electric-powered machinery, a persistent Dennis Savic has just started delivering production versions of his C-Series Alpha to very patient customers.

It’s an outcome that the 34-year-old father of two has been dreaming about since he was just 14 years old. But automotive manufacturing doesn’t come easy to anyone in this country, let alone someone like Dennis who had very little experience in the sector and who had to sell his WRX in the early 2010s to get the ball rolling on what was then nothing more than a self-funded dream.

Fast-forward a decade or more and that persistence is finally beginning to pay off. With 16 full-time staff, a 1200-square-metre facility in China and a custom-built powertrain designed in-house, Savic Motorcycles has gone from scrappy startup to viable manufacturer. The goal is to be producing 20 bikes per month by September. If all goes to plan, the business will be unit-profitable by the end of 2025 and fully profitable within 18 months.

All that off the back of the C-Series Alpha, which we rode on a drizzly day through Melbourne’s inner suburbs.

Priced at $29,990 plus on-road costs, the Savic C-Series Alpha is positioned squarely at the premium end of the emerging electric motorcycle market, but with a level of performance, finish and technology that convincingly justifies the figure. It’s powered by Savic’s own SM1 powertrain, a liquid-cooled, 3-phase AC motor delivering a peak 60kW (80hp) and more than 200Nm of torque. The battery is a 16.2kWh unit, housed in a cast-aluminium enclosure that also acts as a stressed member of the chassis.

The Alpha variant is the only model currently in production, following the decision to discontinue the lower-spec 20kW Delta and 40kW Omega variants originally planned. Despite the price increases since the concept phase, taking it from $20k plus on-roads to almost $30k, it accounted for more than 80 percent of pre-orders and so the decision was made to drop the two lower-spec models from the offering. And a full carbon-fibre bodywork upgrade is available for an additional $3000.

Standard equipment includes Savic-branded suspension developed with Jed Metcher, dual Brembo monobloc brakes, a single-sided swingarm with carbon-fibre belt final drive and a seven-inch touchscreen dash. There’s also cloud-based integration with IoT infrastructure, allowing for remote diagnostics and over-the-air software updates, as well as regenerative braking, cruise control, keyless start via mobile app and four preset (Sport, Normal, Eco and Rain) plus three custom ride modes, where torque, throttle sensitivity and regen tuning can be tailored.

When it comes to electric rivals, the C-Series Alpha could appeal to riders who might otherwise have looked at brands like Zero or the now-defunct Energica. The Zero SR/F offers slightly more power and quicker charging, and is priced at $39,995 ride-away. Energica’s EsseEsse9+ was more expensive again – priced north of $45,000. By comparison, the $29,990 Savic Alpha offers comparable real-world performance, more torque, and a uniquely Australian design that’s assembled in West Melbourne. It’s sold direct to customers, bypassing traditional dealerships, which is a key factor in keeping the price competitive.

At its core, the Savic C-Series Alpha is an electric motorcycle that delivers genuine performance. With more than 200Nm of torque on tap and a predictable and refined power delivery, it’s super-fast off the line. Sport mode is where the full force is unlocked, but even in Normal mode, torque arrives smoothly and decisively, making it feel enormously responsive without being abrupt. Thanks to the now-ubiquitous Domino throttle tube, response is progressive, matching the regenerative braking behaviour in a way that feels cohesive. I was expecting more ‘engine braking’ from the regen system, especially in Eco mode, but Savic says this is to avoid upsetting the bike’s handling if you back off mid-corner.

Suspension is basic on paper – non-adjustable front, preload-only rear – but it’s superbly tuned for urban roads and general highway use. And I did spot some fully adjustable units on the lead rider’s bike, so I suspect there’s a higher-spec offering currently under evaluation. 

The ABS-equipped Brembo twin front brakes are strong and predictable, while the rear brake is underwhelming by comparison. My test bike had over 600km on the odo, so bedding in shouldn’t have been the issue. It’s likely a combination of modest hardware, the presence of regenerative braking resulting in less perceived need for a strong mechanical rear, and the battery’s mass being carried so far forward. That said, the front does so much of the work that you only miss it when trying to steady the bike through turns.

The single-sided swingarm, developed in-house, and belt final drive help tie together the bike’s minimalistic aesthetic and low-maintenance drivetrain, and the signature EV whine adds just enough soundtrack to avoid complete silence.

The Alpha showed its weight early, particularly at low speeds and during tight manoeuvres, where the steering can feel heavy and its bulk becomes obvious, although a push-button reverse gear does take some of the strain out of parking and low-speed manoeuvring. At 280kg, it’s significantly heavier than most ICE-powered nakeds, and that mass is most noticeable when threading through traffic or changing direction at low speed.

But the more time you spend on it, the more you learn what forces to resist and which ones to let the bike manage on your behalf. It’s not the kind of bike you throw around; instead, it rewards smooth, deliberate inputs. There’s a momentum to the way it moves, especially through flowing bends where, once you let it, its mass becomes an asset rather than a hindrance. It’s heavy, but it wears that weight honestly, and once you stop trying to wrestle it, the whole thing comes together in a way that feels composed, intuitive, and surprisingly well-suited to the kind of riding most people actually do. Savic claims a real-world range of 200km, which matched the mixed riding we covered on test. 

Charging is refreshingly straightforward. A 240V wall socket takes around seven hours to reach 80 percent, while a 15-amp outlet or Level 2 EV charger cuts that to under four. The battery carries a five-year warranty, with two years on everything else. Savic claims a 200,000km lifespan for the battery, with servicing intervals at 1000km (initial), 6000km (minor) and 12,000km (major), all managed through its direct-to-customer model.

Fit and finish are commendable, particularly for a low-volume, first-production machine. 

While rider ergonomics are mostly comfortable – especially given the level of energy density that is needed to be packaged into a performance-focused nakedbike – the seat is one of the less convincing aspects. It’s narrow, which helps with reach, but it’s thinly padded and unforgiving. After about an hour, it became the least comfortable part of the ride. There’s no real reason it couldn’t be slightly thicker or more supportive, given the seat height is currently a manageable 780mm.

The broad outer edges of the faux fuel tank also dig into the inner thighs. But I’m shorter than most, so it could be a comfort issue unique to my body shape.

The cruise control is a welcome feature, but the switchgear doesn’t live up to the standard set elsewhere on the bike. It’s rudimentary in appearance, mismatched in colour, and literally cable-tied to the left-hand ’bar. It's something that may change with later iterations, but for now it feels like an afterthought.

And while many riders won’t expect built-in storage on a naked electric, the absence of even a small stash spot is noticeable. A tank cavity or under-seat compartment would make a difference for commuters or city riders. Savic says panniers are in development, which will help, but at present there’s nowhere to stow even a phone or a pair of gloves.

None of these criticisms undermine the Alpha’s strengths, but they are the kinds of small refinements that will matter more as production ramps up and Savic begins to compete with better-established global players.

The Savic C-Series Alpha is the outcome of a 20-year pursuit. Dennis Savic has gone from welding in a borrowed garage to delivering high-torque, road-ready EVs under his own brand name.

The Alpha delivers real-world performance, smart design and standout engineering. It’s not particularly cheap, nor light, but it is surprisingly well sorted for a first-gen effort. It offers fast, refined, low-maintenance commuting with an authentic local story behind it.

Savic is a company built on belief: in good design, in electric power, and in doing hard things from scratch. If you want an electric motorcycle that isn’t just rebadged tech from abroad, but something born from grit, local knowledge, and bloody-minded persistence, then the Alpha is absolutely worth a look. And maybe even a deposit.

MOTOR
Type: SM1 3-Phase AC IPM motor
Battery: NMC lithium-ion 16.2kWh battery, 144 volts,
Charge time: 7h charge time (0-80%, wall socket), 4.5h (0-100%, Level 2)

PERFORMANCE
Claimed maximum power: 60kW
Claimed maximum torque: More than 200Nm
Claimed range: 200km

TRANSMISSION
Type: Single speed
Clutch: Not applicable
Final drive: Optibelt Delta Chain Timing Belt

CHASSIS AND RUNNING GEAR
Frame: Cast steel, backbone-type with battery as a stressed member
Front suspension: 55mm USD telescopic forks, non-adjustable, 160mm travel
Rear suspension: Monoshock, preload adjustable, 49mm travel
Front brakes: Twin 320mm rotors, four-piston Brembo calipers
Rear brake: Single 260mm rotor, single-piston Brembo caliper
Wheels: Cast aluminium, three-spoke
Tyres: Pirelli Diablo Rosso III, 120/70ZR17 front, 180/55ZR17 rear

DIMENSIONS AND CAPACITIES
Claimed weight: 280kg (including battery)
Seat height: 780mm
Ground clearance: 145mm
Wheelbase: 1440mm
Fuel capacity: Not applicable

OTHER STUFF
Colours: Metallic silver or metallic black
Price: From $29,990 (plus on-road costs)
Warranty: Two years (battery: five years)