2025 Can-Am Origin review | Electric A2 dual-sport that’s fun to ride as well as emission-free

Can-Am isn’t a name that’s been associated with true motorcycles in decades (unless you count the  non-leaning, three-wheeled Spyder/Ryker models), but they’ve chosen to return in the brave new world of electric bikes – a world they plan to define in the longer term. The opening gambit is the Origin – the trailie/dual-sport model as well as the Pulse, for the urban-centric rider.

The funky, somewhat sci-fi looks are backed with a cutting-edge drivetrain with the first fully liquid-cooled motor, inverter and battery package built by Rotax (part of BRP, Can-Am’s parent firm) that’s previously been put to use in electric Ski-Doo snowmobiles (where the liquid is used to warm, not cool the system). At present, no rivals manage the thermal values for all three major components, which gives the Can-Am an advantage in terms of sustaining power output (air-cooled systems will restrict power if the components reach a critical temperature) as well as more stable, faster charging.

Can-Am aim to set their bikes apart with more than technical innovation: the user interface and owner experience are designed to appeal to potential new motorcyclists who are savvy with smartphones, and may not have a background of practical/hands-on skills like a traditional motorcyclist who’d think nothing of at least adjusting/oiling the chain.

There’s a whacking great touchscreen TFT dash (built for snowmobiles/jet-skis/wave-runners, so it should prove tough enough for bike use) with a broad range of features, connectivity and display options. Connect it to WiFi and it’ll receive over-the-air updates as software is refined, bugs fixed, or new features added.

For example – while the dash currently supports Apple CarPlay for iPhone connectivity, Google has withdrawn support for Android Auto on motorcycles, so at present users of those devices are limited to basic phone/music playback connectivity. But Can-Am is investigating a better Android solution – when it’s resolved, it’ll be sent down the line to existing customers, free of charge.

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The final drive also draws from their experience in other powersports, using an enclosed silent chain than runs in a small amount of oil with an auto tensioner. It only requires an easy/low-cost oil change after the first 5000km (3100 miles), then every 10,000km (6200 miles), with the first inspection not slated until 25,000km/15,500 miles, where it shouldn’t require replacement, as it’s the same design used in much heavier snowmobiles.

The Origin is primarily sold in A2-legal, 35kW (47bhp) form, with a broadly similar A1 (11kW) 125-equivalent available for learner riders too: sadly, construction regulations mean that it’s not simply a matter of restriction, with fundamental changes to prevent illegal derestriction of the L-plate bike…

The trail bike style isn’t for show, either – with 255mm (10 inches) of fork and shock travel at each end, it has more wheel movement than hard-hitters like the Ducati Desert X Rally or KTM 690 Enduro R, and comes on 50/50 Dunlop D605 tyres. Ground clearance is 274mm – again, more than typical dual-sports bikes (the KTM 690 is 5mm closer to the floor).  A claimed dry weight of 187kg (expect low 190s with the coolant/oil accounted for, a little less than ICE A2 adventure bikes like the CFMoto 450MT and Royal Enfield Himalayan).

Price (£15,399) range (71 miles mixed, 90 miles city) and charging  (90 minutes from flat to full, or 50 mins from 20-80%, using a mode 3 charger) will still remain obstacles to switching from petrol-power machines for some, but like the Livewire S2 Del Mar, the Can-Am Origin feels like a much more complete motorcycle that happens to be electric – rather than EV technology clumsily levered into a two-wheeler, as some can feel.

It's unsurprisingly at best around town when on tarmac, although it’ll reach it’s limited 80mph top speed easily in passable comfort, and hold it indefinitely thanks the heat management system. Our first ride was in the 39°c (102°f)  Texas heat, but at no point was speed or torque restricted – only its ability for active regeneration briefly paused to prevent further internal heat build-up. The feature returned after a few minutes running at lower speeds.

That’s if you opt to use it at all: there are two levels of passive regen, that recharge the battery under normal deceleration, or the Active option which is activating by twisting the twistgrip forward beyond its ‘closed’ position to access two stronger levels of regen – Maximum slows the bike as much as a moderate squeeze of a conventional friction brake, and will bring the bike to a stop. The brake light illuminates when max passive regen, or either of the active settings, are exploited.

The Rotax motor has typical high-torque, single-speed power delivery – instant urge that’s sustained from a standstill to 60mph, where it begins to peter out a little bit, but still getting up to out-of-town speeds smartly. Throttle response is smooth, and small openings at a standstill to creep forward don’t invoke the slight juddering some electric motorcycles exhibit at very small openings.

There are three road riding modes – Rain (which mostly tailors the traction control/ABS to low-grip situations), Eco (which tempers output to save power) and Sport (full beans if you want it). Then there’s Off Road, and Off Road+ which tailors torque response, ABS and traction control settings – the ‘plus’ setting having the least restrictive assists and stronger power.

It’s a competent, refined and well thought-out package: inevitably, traditional riders will still struggle to see past the cost and usability drawbacks, but for those who do take the plunge, it’s at least an effective package. Can-Am believes it has the ability to draw in non-motorcyclists with its blend of daily practicality, high-tech/low emission construction as well as the easy, low-maintenance prospect that mirrors most other industries. Convenience is king…

The tall, narrow dirt bike riding position helps with vision and manoeuvrability on the road, giving it easy, if slow-steering manners with a full-size 21in front wheel. Dunlop D605s are a 50/50 dirt/street tyre and as such do limit grip and feel on the hard stuff, although they’re perfectly fine for getting from A-B as long as you aren’t too aggressive and expect big lean angle.

There’s a bit of pitching back and forth on the suspension, but ten inches/255mm of travel will do that to a bike… It also lends it a better ride quality than the Pulse streetbike (slight vibes from the knobbly tyres notwithstanding). The rear shock is a fully adjustable, remote-reservoir unit and feels more sophisticated than the preload-only shock on the Pulse.

Braking power is honestly – adequate at best, underwhelming at times. The front lever’s response is fine at a light touch, but a firmer application fails to yield much more from the two-piston J.Juan caliper. It’s less of a problem on this than an ICE bike, once you’re attuned to the regenerative braking system, as well as the best way to exploit an electric bike in general.

Rushing up to things and piling up on the anchors at the last minute wastes precious amperes – preservation of momentum, minimising needless acceleration or braking, ensuring that you’re not wasting that electrical power that presents certain limitations on your movements. The ABS is refined, not that it’s troubled much on dry asphalt.

Normal stopping isn’t an issue with the regen options and riding styling in mind: nonetheless, it’d be nice to have more stopping power for this amount of weight.

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The Origin’s party piece is its off-road ability. The creation of a dual-sport extends the typically utilitarian, commuter bike feel of electric motorcycles into a more fun-loving, recreational bike: whether you’re an experienced rider or a clean air-minded novice hitting the trail for the first time.

It’s deadly easy to ride and exploit to the extent of your ability, primarily because it has the chassis for it. Only a dedicated enduro bike has more suspension travel, and the spring/damping rates are well judged, absorbing pumps while giving support. There’s no clutch or gearbox to distract you, nor is there any significant inertia produced by the motor (compared to a combustion engine), so the powertrain’s effect on the bike’s behaviour and your ability to control it is minimal.

It'll roll gently along trails, tracking straight and true right down to walking pace without the possibility of stalling. The tyres offer reassuring grip even in the fine dust sprinkled across the Texan trails we rode, cosseting some absolute dirt beginners in the riding group.

Or, if you’re a bit more confident, you can switch off the rear ABS, engage Off Road+ and shred with ease: grip and forward motion are easily controlled without traction control (you can leave it on, if you prefer), the chassis largely able to focus solely on dealing with the terrain without sudden torque shocks or centrifugal forces to upset it.

If it steps out, it does controllably, and it’s easy to pause the drift by tapering the throttle off just a little. There’s power at hand to pop the front wheel over obstacles, and you’re never out of the power like you can be on a gasoline machine, even if you’ve fluffed your line or misjudged a corner. It’s very capable for a trail bike – it’s only limitation is your proximity to a charger…

We’re awarding three stars here: not for its performance or refinement purely based on its range. It’s certainly at the lower end of how far ‘big’ electric bikes can go (that is to say, full-sized motorcycles rather than basic, low-output commuter electric bikes and scooters).

The 70-mile range claimed for mixed use appears accurate based on our limited use (a full day of riding, punctuated by carefully-timed lunch stops and a switch to a second fleet of ready-charged Origins for the off-road part of the test). Each section of the road ride saw the trip meter/predicted range tot-up to somewhere between 60-70 miles, including some running at 60-80mph on open highways. Around town (running at lower speed with less prolonged bouts of acceleration), it’s claimed to see 90 miles before requiring a plug-in.

There’s not much more to say about range: there is clear correlation between range and the size/weight of the battery pack. You could build the bike to go further (or faster…) but it’ll get heftier with it, although the gains don’t necessarily match the weight penalty. We’ve found that 100 miles is the limit of the electric heavyweights, but that’s with a concerted effort to preserve range, riding at no more than 60-65mph. We’d like to test on on our own terms and see how close the Can-Am can get to bigger bikes.

It's following the precedent set by the Livewire S2 Del Mar to some degree, opting for a pack/motor size that offers a compromise of weight and performance/range: small enough not to compromise handling and fun, but big enough to go well and achieve some kind of useful range. The Livewire is more powerful – but also more expensive, with a longer charge time, predictably. No doubt there’s a formula that could tell you the relationship between battery capacity and these factors…

The Can-Am’s greatest benefit is its thermal performance. Most – if not all – electric bikes will cap performance if they get too hot, whether it’s the battery, inverter or motor that’s getting toasty. The Can-Am’s liquid-cooling almost entirely sidesteps the needs for temperature-based failsafes: it has them, but should rarely need them in most climates.

The last hours of our ride saw temperatures nudge 39°c (with the dash’s ambient temperature reading rocketing over 40 at a standstill), yet at no point did the ECU see fit to limit acceleration or prevent it achieving its 80mph top speed – only some brief periods where the active regeneration was unavailable. Hardly surprising given the conditions, and there was no such issue in only marginally cooler conditions earlier in the day.

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The system also assists when charging, aiding the commendable charge times there. It’s one of the few items that will need servicing – aside from the final drive oil (all 300ml of it and coolant, services are broadly a basic check for wear and tear).

The battery have a five-year battery warranty, over and above the two-year guarantees for the bike itself – although in reality, Can-Am engineers expect its useful life to far beyond the life of the bike, based on both testing and their experience using the same technology on snowmobiles in harsh winter environments.

The Origin is well-designed, with the battery cleanly integrated and made a clear but not overbearing part of the design package: it’s painted yellow, with contrasting elements around it. Look at some electric bikes, with hideous monolithic packs crudely placed in the centre, and you can appreciate the effort made to make a bike that doesn’t just like an awkward attempt to bring new technology to two wheels – it’s better integrated.

The styling futuristic but well-thought out in real life (we thought they looked a bit gawky in heavily-edited promo shots, but that’s not the impression up close. The bikes we rode were pre-production with a few plastic parts that looked cheap (though not all).

The engineered side looked good, in particular the Rotax power unit, though engineers were quick to point out some rough details on the chain case that they say they’ve addressed for full production. The switchgear and the slab-like TFT screen feel like quality parts too. The true durability of Can-Am’s first motorcycles in years remains to be seen – let’s hope their experience in harsher environments bodes well.

Initial buying cost is around twice what you’d expect to pay for a comparable ICE bike: that’s just the reality of electric vehicles in general. UK government grants are currently only offered on sub-£10k machines too, so the Can-Am Origin isn’t eligible for any kind of subsidy.

Once purchased, running costs should be minimal: each charge will stand you less than the equivalent petrol costs, and maintenance time/needs are reduced, so dealer services should be less. The final drive oil is only changed every 6200 miles after the initial 3100 service, with periodic coolant changes the only other major maintenance beyond basic checks.

The enclosed drive’s oil also feeds the single-sided rear hub bearings, so those shouldn’t experience the kind of water/dirt ingress and drying of grease that a traditional single-sided rear end experiences, potentially extending their life, too. Outright price is obviously higher than a comparable electric bike – PCP deals are yet to be confirmed – but it’s possible the monthly running costs over three years may offset the purchase cost.

There is a premium-price Origin ’73 edition that comes with silver paint, additional LED running lights and a small screen as standard for £17,299. Unless silver paint and the (admittedly natty-looking) LEDs make or break the deal for you, adding a screen to the £15,399 standard model and opting for white more or less nets the same result.

The electric bike market is disparate, so it doesn’t have what you’d call a direct rival. The closest is the £17,000 Zero DSR, which has faint dual sport pretentions but little off road ability in reality. It has the same power, City range is 155 miles, but that comes with… you guessed it, more weight: 55kg of it. On the other side is the Zero FX – cheaper at £12,000, with a claimed range of 100 miles around town, but lower overall spec, and it can’t hold it’s slightly superior 85mph top speed for long, before the heat management system pegs it back to 70mph.

For a lighter, more dirt friendly experience, there is the Surron Ultra Bee. The 85kg, 12.5kW costs a £6299, but the range is predictably shorter (under 40 miles) and a top speed of 55 miles means it doesn’t have the same ‘daily ride’ appeal as the Can-Am.

The wide TFT touchscreen dash is nicked from the snowmobile/waverunner world, and as such is well-developed and should have an excess of rugged durability from being developed in harsh environments. Apple Car Play and over-the-air updates are standard, and it’s very easy to use. The switchgear allows easy on-the-move control of riding modes, display and the connectivity options – a brief demo was all it took to get started, the rest of the menus and functions are intuitive enough to figure out without memorising a user manual.

KYB suspension at both ends is decent quality, though having full preload/compression/rebound adjustment at the rear yet none at all on the fork seems odd. Standard Dunlop D605s are a decent OE tyre choice.

There’s a range of accessories: heated grips, crash protection, a comfort seat, LED foglights and additional running lights, plus the ‘LinQ’ luggage and screen options. LinQ allows these parts to be fitted/removed without tools whenever they’re needed: there’s a set of 22-litre sidebags,  a tank bag and a 36-litre top box that attach with a simple quarter-turn connector, and in the case of the bags/top box, are then locked in place with a key. Even the roll-top of the bag has a clever closing strap that’s locked by the key to stop thieves simply opening and emptying your bags.