SEAT MÓ eScooter 125 – Review

Sharing innovation across the business isn’t new. KTM pool their thoughts with Husqvarna and Gas. Kawasaki and Suzuki have shared motors previously – do you recollect the KLV 1000, which utilized a Suzuki TL1000S motor?

For SEAT to utilize ebb and flow bicycle innovation checks out as the Mó includes every one of the beneficial things about the Silence SO1, alongside its 59mph maximum velocity, up to 85 miles range, a strong 7KW (9KW max) engine, various rider modes, enormous under seat capacity, a converse drive and an incredible removable battery framework. We endured seven days going around on the new SEAT in amazing quietness.

How much is the SEAT MÓ 125?

The Mó is accessible from 24 chosen SEAT vehicle vendors, which ought to bring about a lovely buying experience. For your £5800 (OLEV EV Grant included) or £95 on PCP, you get two years guarantee and four years or 25,000 miles on the battery pack.

The sister bicycle to the Mó, the Silence S01, is somewhat less at £5695, and £99 each month. The lively NIU MQiGT Evo is impressively less expensive at £4099, yet doesn’t have the scope of the SEAT, nor the under seat capacity.

Would it be a good idea for you to select petroleum, Honda’s PCX125 (£3549) is the hit in this class and has been for certain years however fuel and it are higher run costs.

Power and torque

The SEAT Mó eScooter 125 is controlled by a 9KW (top) electric engine situated inside the back tire, which ought to make it similar to a 125cc petroleum same. Guaranteed force is a gigantic 240Nm and top tier. This pushes the Mó to a maximum velocity of 59mph and 0-31mph (50kph) in 3.9 seconds.

Unusually the practically indistinguishable Silence has a marginally higher maximum velocity of 62mph. However, you understand: 60mph-ish is like the guaranteed maximum velocity of a petroleum 125cc

Everything significant reach is professed to ‘depend on 85 miles on a solitary charge from the removable 5.6kWh, 40kg battery. Clearly, this eventually relies upon where and how you ride, in addition to the pre-chosen rider mode – and there are three to browse.

Charging time, from completely dead to completely energized, is six to eight hours from a typical 240v 3-pin attachment. This should be possible on the bicycle, or by eliminating the battery (which is simple; a greater amount of that later).

Engine, gearbox, and exhaust

The primary engine is housed inside the back tire. You turn it on then contort and go in amazing quiet. What’s more, indeed, there is even an opposite, initiated by a button on the left bar. Keep this squeezed and turn the choke to move in reverse yet be cautioned: it tends to be somewhat speedy (with some training I might want to perceive how long and quick I could ride backward…).

At first, I thought this was somewhat of a trick, yet following seven days of riding I thought that it is helpful, particularly while directing a three-point turn with a pillion on the back – straightforward.

For moving in an advanced bearing there are three riding modes to browse: ECO, CITY, and SPORT. ECO limits the speed to 45 mph, CITY to around 55mph, and SPORT is full power. Regardless of SEAT guaranteeing a maximum velocity of 59mph, I figured out how to push see a showed 65mph. Head down you could get a couple of mph more, however, it will securely and effectively push past the guaranteed 59mph.

For most of my ride, I utilized the CITY mode and chose the ECO mode while requiring my eight-year-old child to school, or SPORT mode when away. It just so happens, that my child adored the SEAT, which was simple for him to access, and he cherished the quiet running.

SEAT MÓ Handling, suspension, and weight

The primary battery is 40kg, yet this mass is conveyed wicked good in the skeleton, not straightforwardly under the seat like a portion of the opposition. Keeping the weight low decreases the general feel of what is a weighty bicycle – at 152kg it’s around 20 to 30kg heavier than its principal electric and petroleum same and presumably one reason why they fitted converse drive as standard.

The first-rate 140-segment back Pirelli Angel bike elastic and a slick single back shock are let somewhere near unfortunate front forks. Ostensibly, I may be expecting excessively, yet they feel like springs with no damping and have almost no control. Brake vigorously and the forks jump hard.

Relinquish the plugs and the forks spring back on the bounce back like a jack-in-the-crate. More awful still, on quicker uneven streets, they become overpowered and avoid across the surface under outrageous conditions. Furthermore, you just have to speed up a division above typical for the issue to become evident.

Comfort and economy

SEAT guarantees a scope of up to 85 miles or 137km. Actually, I oversaw somewhere in the range of 55 and 60miles, yet that was freeing sensibly hard on occasion, and, surprisingly, two-up. To accomplish the 85 miles, the Mó should be in ECO mode and not convey a pillion.

In any case, 55 miles ought to be all that could possibly be needed for most 125cc-type drives. Regardless of whether you have a more extended take to work of 25 to 30 miles, you could re-charge the battery to full limit prior to leaving for home as a full charge is a cited six to eight hours through a homegrown attachment, contingent upon how released the battery is.

Furthermore, this is the cunning part – the SEAT’s huge tick: that 40kg battery accompanies its own drawn-out handle and wheels – like a little satchel – and is not difficult to eliminate and move. It’s brilliant. With the SEAT on its middle stand, lift the seat, pull the clasp under the seat and slide the battery out of the bicycle. The wheels flick out consequently, and that is all there is to it. Splendid.

There are many benefits to this. First off, you can take your 40kg battery easily into the workplace or home to re-charge. Furthermore, it’s difficult to ride the SEAT without the battery, and thusly goes about as an obstruction to bicycle criminals. Indeed, different bikes have removable batteries yet are not on wheels. Also, nobody truly needs to lift 20-40 kilos into the workplace consistently.


The right (and perfectly flexible) switch works a front single 260mm circle brake and connects with the regenerative slowing down, which adds a little slowing down to the back while re-energizing the battery simultaneously. The left brake is connected (CBS Controlled Braking System) and works both the front and back brake. This is a bike so the two brakes are hand-worked – the movable switches are a smart idea.

The brakes are moderate areas of strength when you utilize the CBS-connected framework. I favored the connected brakes, as the front forks battle to adapt to the weight move under firm slowing down. There’s no ABS, like the vast majority of the electric contest, regardless of the greater cost tag.

Rider aids, extra equipment, and accessories

No rider helps, no foothold control or ABS – only three riding modes which limit the power. As you’d expect, there is a network, and an application permits you to rapidly and remotely perceive how much charge and reach you have left.

You can likewise actually take a look at your excursion, and venture history, and perceive how much carbon you’ve saved on the grounds that you settled on electric over petroleum. The application will try and show you your bicycle’s area, would it be a good idea for you to forget where you’ve stopped following a weighty evening…

Frill-wise, a 39-liter top box is accessible yet there is a tremendous measure of capacity under the seat, and enough for two full-face head protectors. SEAT likewise offers a screen and cell phone holder. There is a USB charger front and center as standard.

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