The 65cc class has long been the training ground for the sport’s next generation, and until now it’s been dominated by petrol. That makes the RFN SX-E8 one of the first genuine electric contenders homologated to race head-to-head in the class. It’s not just a token entry either – this bike arrives with the right boxes ticked, ready to slot onto the start gate alongside the usual suspects. For parents and young racers, it signals the moment when electric dirtbikes have stopped being a novelty and started being a legitimate option.

Of course, we’ve all seen a few e-bikes pop up already, and let’s be honest – some of them have been pretty ordinary. Plasticky finishes, crap batteries and suspension or chassis that threatens to snap on every bump. The SX-E8 doesn’t fall into that trap. On paper and in the flesh, it looks, feels, and performs like a proper 65. The geometry, components, and homologation status show RFN has taken this project seriously, which should make parents and young riders pay attention.

If you’re wondering who RFN are, they’re not some backyard startup. The brand is backed by two decades of motorcycle design and manufacturing experience, with serious financial clout – USD 200 million in assets and a production capacity of 200,000 bikes a year. Based offshore, yes, but that shouldn’t put anyone off. These days even the biggest European names are building bikes outside their home turf, and in some cases, RFN are the ones actually doing the building for them. If you’re clued in you’d know, a few well-known brands are already badging RFN machines as their own.

Here in Australia, RFN bikes are distributed exclusively through RFN Australia, with a growing range from minis right up to road-registrable trailies. The SX-E8 is their most important junior bike yet, and its arrival couldn’t be better timed. With electric racing gaining momentum, and families weighing up maintenance costs, noise issues, and where they can actually ride, the SX-E8 stands out as a legitimate race-ready package in the 65 class.

What’s in it?

Powering the SX-E8 is an 8kW peak output motor delivering around 10 horsepower and 270Nm of torque. That’s serious grunt for a 65-class bike, and with a top speed of 85km/h, it sits right in the mix with petrol equivalents. The motor runs a chain drive, managed by a sine-wave controller using fancy algorithms to keep power delivery smooth and predictable. Riders can toggle between three maps – Eco, Mid and Sport – so parents can dial it down for learning or open it up for racing.

Battery duties are handled by a 60V, 35Ah Samsung lithium-ion unit with 2,100Wh capacity. That gives the SX-E8 a range of up to 60km when cruising at moderate speeds, and when it’s time to recharge, a 2.5-hour fast charger keeps downtime short. The battery is swappable too, meaning you can keep a spare on hand and swap between motos instead of waiting around for a charge cycle.

The bike runs 14-inch front and 12-inch rear Kenda off-road tyres, paired with 205mm of fork travel and 235mm out back. The 745mm seat height and 1,145mm wheelbase give young riders a pretty normal stance, while hydraulic disc brakes front and rear make sure all that speed and torque can be reined in when needed. At just 58kg, it’s significantly lighter than most petrol 65s too.

Construction is equally robust: motocross-style frame, decent handlebars, solid footpegs, and a simple display with battery level indicator. With no clutch, carburettor, hot exhaust or messy fuel mixing to deal with, the SX-E8 is about as hassle-free as it gets.

How does it ride?

The RFN SX-E8 has one big claim to fame: it’s the first electric bike homologated by Motorcycling Australia to compete directly in the 65cc class. That makes it a genuine race option rather than just a backyard practice tool. Until now, kids wanting to race at club, state, or national level had no electric alternative, but the SX-E8 changes that.

Out on track at Cessnock Motocross Club, our young testers Flynn (11) and Jax (9) put the SX-E8 through its paces. Flynn, who got the most laps in, reported that the forks were firm but still compliant – ideal for race pace once a few clicks of adjustment are dialled in. At 30kg, he found the suspension a touch stiff, but not unmanageable. Jax felt the front-end was soft and predictable but he was bigger than Flynn, and both riders said the bike turned easily and tracked well through ruts.

In terms of feel, the SX-E8 is slimmer through the cockpit than a conventional 65, which helps kids squeeze it into tight ruts. Balance was a standout, with Jax noting that it felt lighter and easier to control compared to his petrol bike. At 745mm seat height, it also sits right in the sweet spot for juniors stepping up into this class.

Power delivery impressed both riders. Jax said it was easier to hit ruts and jumps, while Flynn pointed out that throttle roll-on out of corners felt sharp and responsive, even better than a two-stroke. Top speed matched what they were used to, and the bike had no trouble getting up and over the bigger jumps on the track. On hills, both kids agreed the power was strong, though Flynn noticed a little drop-off when the battery wasn’t fully charged.

The shock performed well too. Both boys described it as smooth and consistent, soaking up bumps without drama. Flynn did cop a few kicks on one downhill jump, but that’s to be expected with completely stock suspension. Overall, both testers agreed the bike handled predictably and gave them confidence, which is exactly what you want in a junior race machine.

The takeaway from this first day of testing is that the SX-E8 is more than just a novelty. It’s competitive with petrol 65s, it’s homologated to race in the same class, and our young testers were comfortable sending it around the track at full pace. The kids liked it, the parents liked it so that impressed us.

Will it break?

Mechanically, the SX-E8 gave us no headaches. Across a full day of riding and into race use, nothing broke or rattled loose. That’s impressive for a first-gen electric bike aimed at juniors, especially one carrying this much torque. Even the suspension – which we’ll admit we expected to be the weak link – surprised us. Despite being a no-name brand, it held up well under Flynn and Jax and didn’t show any signs of fading or failure.

The motor, though, is where the SX-E8 really shines. It’s arguably easier to ride than a petrol 65 thanks to the instant torque and the absence of gears or clutch work. Yet it doesn’t feel like it gives anything away. Out of corners, it’s got snap and up hills or over jumps it just keeps driving. Flynn even lined up on it the following weekend at his local race meet, and not only did he win a moto, he nearly pulled the holeshot in every race!

Reliability has been better than expected too. Junior race bikes live a hard life, but the RFN SX-E8 survived the day. The suspension is actually pretty good once you get it dialled, and with stock settings both Flynn and Jax were able to push the bike at race pace without issue. The fact that nothing has bent, snapped, or fried itself so far speaks volumes about the build quality.

And then there’s the value equation. It’s much cheaper than a mainstream 65. Add to that a wave of OEM and aftermarket parts already becoming available and it’s only going to get easier to tailor this bike to riders.

Who does it suit?

So where does the SX-E8 fit? In our eyes, it’s perfect for families chasing a low-cost but competitive way to go racing. At half the price of a worked petrol 65, it makes the sport more accessible without sacrificing performance. No, it’s probably not going to win a national championship tomorrow – but honestly, with the right rider on board, we wouldn’t be all that shocked if it did. For C-grade, B-grade, and even some A-grade club-level racers, this thing has the speed, reliability, and ease of use to be a serious weapon.

The caveat is that pro-level racing is another beast. We all know how much time, money, and aftermarket work goes into the bikes that win nationals, and it would take some serious upgrades to keep an SX-E8 on that pace. We also can’t yet say how it will hold up in punishing conditions – deep sand tracks and axle-deep mud are still question marks for this platform. But in normal race conditions, on regular junior tracks, the RFN has proven itself more than capable.

Bottom line: the SX-E8 is a genuinely exciting addition to the 65 class. It’s competitive, affordable, fun to ride, and for once, it’s an electric option that doesn’t feel like a compromise.

Can I do a full moto?

Battery life was another pleasant surprise. We managed to run a full moto on a single charge without issue, which is all you really need in the 65cc class. While Flynn was out racing, we had the spare battery on charge, and by the time he’d finished his moto the other pack was ready to go.

This setup changes the game for families. Instead of worrying about fuel, oil, or carrying a drum to the track, you just rotate batteries between races. Maintenance is almost non-existent, and the day flows easier when you know your rider isn’t going to be sidelined because the bike needs attention.

RFN SX-E8 Specifications

Speed & Range

  • Top Speed: 85 km/h
  • Range: Up to 60 km

Battery

  • 60V / 2,100Wh, 35Ah Samsung Lithium-Ion
  • 2.5h Fast Charging
  • Swappable design

Ride Modes

  • 3 Control Modes: Eco / Mid / Sport
  • Adjustable via phone app

Motor & Controller

  • 8kW Peak Output (10hp)
  • 270Nm Torque
  • Chain Drive
  • Sine wave controller with advanced algorithms

Brakes

  • Hydraulic Disc Brakes (Front & Rear)

Suspension

  • Front Fork Travel: 205mm
  • Rear Shock Travel: 235mm

Wheels & Tyres

  • Front: 60/100-14″ Kenda Off-Road
  • Rear: 80/100-12″ Kenda Off-Road

Dimensions

  • Seat Height: 745mm
  • Wheelbase: 1,145mm
  • Weight: 58kg

Features

  • Digital Display with Battery Indicator
  • Carbon-look finishing touches
  • 1-Year Warranty

SX-E8 vs KTM 65 SX

Powerplant

  • RFN SX-E8: 8kW (10hp) electric motor with 270Nm torque, no gears, instant throttle response.
  • KTM 65 SX: 64.9cc 2-stroke, 6-speed gearbox, carburetted with Mikuni VM 24.
    Big difference: the RFN is twist-and-go simplicity with more torque, while the KTM is traditional clutch-and-gear work with a revvy two-stroke hit.

Battery vs Fuel

  • RFN: 60V 2,100Wh (35Ah) Samsung lithium-ion, swappable, 2.5h fast charge, range up to 60km.
  • KTM: 4.5L fuel tank, premix required.
    The RFN trades fuel cans and mixing for charging and battery swaps.

Suspension & Brakes

  • RFN: 205mm fork / 235mm rear shock travel, hydraulic disc brakes.
  • KTM: 215mm fork / 253.5mm rear shock travel, WP XACT components, hydraulic discs.
    KTM has slightly more travel and proven WP kit, while RFN’s “no-name” setup surprised us by holding up fine.

Chassis & Weight

  • RFN: 58kg, 745mm seat height, 1,145mm wheelbase.
  • KTM: 53.5kg (dry), 730mm seat height, 259mm ground clearance.
    KTM is a touch lighter and lower, while RFN is slightly taller and heavier but very close on overall feel.

Price & Running Costs

  • RFN: Around half the cost of a KTM 65 SX, minimal maintenance, no fuel, no oil.
  • KTM: Premium price tag, regular servicing, top-end rebuilds, and fuel costs.
    Value is the SX-E8’s killer punch– cheap to run, simple to maintain, and easier on the wallet up front.