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The Stark Varg is one of the most hyped up motorcycle releases ever. Huge initial interest in them despite no prototypes available to ride, ADB flies to Spain to find out if the hype is worth it.

Every year we do multiple new bike launches and every couple of years we get a new model. When it comes to a brand-new bike there has been very few new bike launches in the past 40 years that could possibly change the trajectory or course of motocross as we know it. One that comes to my mind is the Yamaha YZ400F four-stroke.

Since then we have had the addition of aluminium frames, EFI and other changes that have essentially refined four-strokes changing the way we ride and race. Other manufacturers have put EFI on two strokes, there are types of traction control that use the ECU and other electronic mechanisms on modern four strokes but in reality, it’s still the same platform we all know and love.

Alta attempted to change the game and they came close with their attack at the market developing a modern-day electric motorcycle. Josh Hill raced the bike at the Red Bull Straight Rhythm, and I watched the team test week after week at Glen Helen but nothing excited me about the bike.

There was no major press launch, and the bike wasn’t raced in any major competitions. Ultimately Alta disappeared and the thought of an electric motorcycle that could compete with the modern day four strokes wasn’t looking likely.

That was until Stark Future went viral across social media and the web. The Stark Varg (Varg means wolf in Swedish) had the message boards and mainstream media puzzled. Who was behind this exotic bike with huge claims in horsepower and technology and secondly how long has it been in development?

It started just two and a half years ago, when Anton Wass had a dream and vision to get motocross into a position where we could ride like people play golf. When you golf you can make tee off seven days a week from sunrise to sunset. You aren’t forced to golf once a week on weekends like most motocross tracks.

Anton Wass

Anton Wass

This is due to noise complaints from encroaching community’s or environmental organizations that look at moto as if we’re all cowboys that don’t care about the environment and noise. Just two and a half years ago Anton assembled a team from multiple different industries that he felt could be a group that would look at motocross in a different light and ultimately change the game as we know it.

After arriving in Barcelona and meeting the team I got the impression this was different. Bike launches are something I have done many times and by the way were greeted, and treated with respect and a sense of confidence from the PR and Marketing Manager Ben I could tell they knew they had something special. The track I was testing at was an old golf course that was turned into a motocross track.

It’s ironic this track was built and then quickly shut down because of noise. I was briefed on the schedule for the day which was very detailed, and we were not to divert from it. The track was about one kilometre away so I was driven up to the pits where my bike was waiting for me with a team of four.

They would be with me from the start of the day until I headed home giving me a very personal experience. My team consisted of a static camera man, a cinematographer, an engineer for chassis adjustments and a mechanic to make necessary changes needed to get me comfortable


At first glance I was extremely impressed. The Varg’s clean lines across the ergonomics and bold red plastics, with black rims certainly make a statement. After getting a briefing from the head engineer it was clear they left no stone unturned when developing the chassis.

The chassis is a two-piece design with a chromoly upper section bolted to aluminium and the motor sits low and centred in the chassis. The V designed battery shares technology from the likes of Tesla and BMW and is designed to fit in the chassis to balance out the weight. The swingarm and linkage are well thought out with the linkage higher in the chassis than conventional motorcycles to help it not pack with mud or hit logs or rocks when off-road. The swingarm has a chain adjustment clicker system so you can count the clicks rather than counting the marks in the swingarm for alignment.

When it comes to components Stark Future went above and beyond with attention to detail for simple things like brake pedals, and brake line guides. When it comes to other key components the detail, fit and finish was like a factory race bike. The triple clamps are a billet split design like most factory teams are using, designed and manufactured in house by Stark Future. The hubs and wheels are also manufactured and designed in-house.

The hubs are billet and the black rims are a 7071 alloy. The foot pegs caught my eye right away with a polished finish and some razor-sharp teeth. I was assuming they were titanium but they are made from stainless-alloy lighter and stronger than titanium.

I was very excited to have Brembos’ on the bike for the traditional pedal and front brake set up. If you want to run the rear brake on the ‘bars you will need to use a formula master cylinder because Brembo doesn’t make a master cylinder for the left side.

The key component to any motorcycle is the suspension and the Stark Varg is equipped with industry leading KYB forks and shock. The platform is based off the Yamaha suspension packages with technical components, settings and spring rates developed and tested by Starks’ R&D team.


It was time to hit the track for the first four lap session. As I applied the throttle my first impression was how smooth the power was. I was half a lap in and feeling comfortable, and when I wanted to get aggressive there was plenty of power.

I finished the first four lap session and wanted get the chassis dialled in. I met with my team and debriefed with what I wanted which was mainly to get a little more confident with the fork and some movement out of the shock. We decided to get more bite on the front wheel, so the team dialled some more engine braking into the bike controller to get the fork to dive deeper under brakes.

My next four lap session was up and I decided on the first lap to make sure that was a direction I wanted to go. The fork was better under brakes but my experience with the motor was slightly compromised. I went back to the pits and we ended up splitting the difference in engine braking which was great for engine feel and balance for me when turning.

I had two laps left in this session, so I opened up the rebound two clicks as the stock setting was a little dead. I also added two clicks in high speed for more hold up on the roller sections. I went back out for the next two laps and those adjustments were what I needed to really feel comfortable. I finished off that section pleased with the balance and feel.


The next session for me was to go out on a 2022 GasGas MC450 as a point of comparison to the Varg. The MC450 is what I ride as my personal bike so I’m very comfortable on this machine. I was absolutely shocked at how heavy it felt. As I was wrapping my head around how bad I was riding a bike I was so used to and love I watched the other media guys stall their bikes.

I could not believe that it was so weird a feeling and hard to adapt. By the end of the four-lap session, I was getting comfy on the GasGas and I was happy that the Stark chassis felt similar in character. Once I finished I went straight back to the Varg for another four laps, and I couldn’t believe how light it felt, claimed weight is 110kg. I was getting more comfortable and started to push harder.

One key thing that I didn’t expect was how good not having to shift gears was. Having no gears is amazing because you are always in the right gear and can feed the throttle with ease. I rode hard for this four-lap session and was able to understand what this bike is capable of.

You can still hear the motor beneath you so you can hear RPM, but you do have to be careful of revving the bike up before you land because the wheel speed is extremely fast. When you rev a petrol-powered bike, the wheel will only go as fast as the gear you are in. On the Varg the wheel-speed when not under load is like having the bike in sixth gear so you can change the pitch of the bike easily with some throttle.


Is the Stark going to change the game? Yes, it will! The bike exceeded my expectations, and my experience riding it was great. The components and technology that went into the chassis with the features and benefits really shows the commitment to improving things.

The bike I rode was a final prototype, and the production bikes are set to be even better. One of the key things that I under-estimated was the tuning. You can have one bike set up at 60hp and then with a simple change from the tuning module on the ‘bars make it as slow as a 110 for your wife or child to ride.

In 2022 we are seeing multiple tracks across the globe close due to noise, so that it’s getting harder and harder to ride the modern-day motorcycle. The Stark Varg will be the catalyst to re-opening tracks and bring tracks to new locations.

My experience in Barcelona was amazing as the entire Stark Future team was honest and transparent with anything I asked. There is great news for us in Australia as Stark Future has brought Jeff Leisk on as the Director. Jeff was the man behind KTM’s success in Australia so it won’t take him long to get this brand humming along.


Is it really 60hp? Can you get it to the ground?

When it comes to the motor it’s rated at 60HP and 938Nm but the incredible thing about this package is it’s completely tuneable with its Stark military grade phone placed in a billet holder where the bar pad would normally be. You can tune the bike for a rider that wants a slower speed and with a quick tune it can be at full power. Adjustments can be made to the power curve, engine braking, flywheel effect and traction control.

Is there any engine braking?

You can tune the motor down to be as slow as a PW50 and even control the amount of engine braking you have for the faster modes.

Is it hard metering power without a clutch?

There was never a want or need for a clutch with the power delivery being as smooth as it was.

What is the practical battery life that can be expected?

One key question that I didn’t get a final report on was overall battery life because my sessions were short. From the information given, you can make it through 35 minute moto at a pro level pace. Varg’s website claims up to six hours at an easy trail riding pace. Charging takes one to two hours.

How weatherproof is the Varg likely to be?

In the world of electric vehicles heat and wet conditions are a big question mark. Throughout my day on the bike I put some really hard laps on the bike and the temperature reading on the screen never indicated it got hot even at idle for long periods of time. I didn’t submerge the bike in water but I watched the team wash the bike with a pressure washer  with no unnecessary taping or protection of the battery components.

Is it better having the rear brake on the ‘bars?

I didn’t try it because I wanted to maximise my experience with what I’m used to so I could get a good impression on the motor and chassis. Although I didn’t try it I think it’s a great thing, I believe it will open some more options for new technique in turns and trail braking.

How does the bike feel to ride without any engine noise to gauge speed or power?

The sound or lack of sound when landing can give you the illusion it’s harsh. Another thing that I didn’t get to feel is the top speed because the fastest I would have gotten the bike would be about 3rd gear wide open


Power Source

Motor                          Carbon fibre sleeve motor

Battery                       6kWh, air cooled magnesium case, IP69K waterproof

Riding time                Up to six hours

Power                         60hp, 938Nm torque


3.3 kW, will charge to full battery in less than 2 hours, included in price


Frame                         Aluminium

Front sub-frame       Carbon fibre

Swingarm                  Aluminium

Triple clamps            7075 T6 forged and CNC machined aluminium

Weight                       110Kg

Chain & Sprockets

Chain                         RK MXU UW-ring Gold 520

Rear                           7075 T6 aluminium

Front                           Forged, hardened steel


Front                           Closed cartridge, 310mm travel

Rear                           Adjustable compression and rebound damping, 310mm travel


Front                           Galfer 260mm disc, Brembo hydraulic system

Rear                           Galfer 220mm disc, Brembo hydraulic system

Running Gear

Handlebar                 7075 T6 aluminium, 28.6mm diameter

Front tyre                   Pirelli Scorpion MX32, 80/100-21

Rear tyre                    Pirelli Scorpion MX32, 110/90-19


RRP                            $18,200 (reservation from $100)


BLOWER                   +34605216775

This article appeared in issue #515 of ADB