{"id":67706,"date":"2026-01-28T08:13:15","date_gmt":"2026-01-28T07:13:15","guid":{"rendered":"https:\/\/syklo.fr\/building-a-speedbike-in-2026-an-entrepreneurs-obstacle-course\/"},"modified":"2026-01-30T08:58:39","modified_gmt":"2026-01-30T07:58:39","slug":"building-a-speedbike-in-2026-an-entrepreneurs-obstacle-course","status":"publish","type":"post","link":"https:\/\/syklo.fr\/en\/building-a-speedbike-in-2026-an-entrepreneurs-obstacle-course\/","title":{"rendered":"Building a speedbike in 2026: an entrepreneur’s obstacle course"},"content":{"rendered":"\n

If you haven’t read the first article, I recommend you start there.In it, I explain why speedbikes have become a ghost market in France<\/strong>, despite huge potential elsewhere in Europe.<\/em><\/p>\n\n

\u25ba Link to Article 1<\/strong><\/a><\/p>\n\n

In the previous article, I explained why the French speedbike market was a ghost market. Today, I’d like to tell you what I discovered while trying to create one. <\/p>\n\n

The original idea: how about adapting the Z8 to a speedbike?<\/h2>\n\n

Syklo has developed the PowerTrail Z8: a 1000W electrification kit that complies with the EN 15194 standard for conventional VAEs (limited to 25 km\/h).<\/p>\n\n

The idea naturally came to me: what if we moved up a gear?<\/strong><\/p>\n\n

Create a speedbike from our engine. Not some futuristic \u20ac7,000 machine that looks like a spaceship. No. A simple, robust, affordable<\/strong> bike. The kind of speedbike you’d want to ride every day on your 40 km commute. <\/p>\n\n

My reference model? The Falkenjagd Hoplit E14<\/strong>: a solid steel frame, sleek aesthetics, rock-solid reliability. The kind of foundation on which you can build something lasting. <\/p>\n\n

The aim<\/strong>: to offer a speedbike at the price of a good classic VAE, without sacrificing quality. To transform a good idea into a legally viable prototype. <\/p>\n

\n
\"Laboratory-tested
Speedbike test bench<\/figcaption><\/figure>\n<\/div>\n

Step 1: The myth of parts costs<\/h2>\n\n

The engineer’s first reflex: break down the problem. Engine, frame, transmission, battery… How much does a speedbike really cost? <\/p>\n\n

The good news<\/strong>: technically, it’s not that expensive.<\/p>\n\n

Admittedly, supply is limited – very limited, in fact. But sourcing remains feasible for those who know where to look. Here’s the extra cost compared to a conventional VAE: <\/p>\n\n

Mandatory equipment for a speedbike :<\/strong><\/p>\n\n

\u2192 +100\u20ac HT<\/strong> Spanninga<\/strong> safety devices<\/p>\n\n

– ECE R113-approved front light (low-beam)<\/p>\n\n

– ECE R50 rear + brake light<\/p>\n\n

– License plate illumination ECE R50<\/p>\n\n

– ECE R3 orange side reflectors<\/p>\n\n

– ECE R28 horn<\/p>\n\n

\u2192 +100\u20ac HT<\/strong> Magura M5-e<\/strong> adapted brakes<\/p>\n\n

– Levers with anti-slip ball at end<\/p>\n\n

– Cable to activate brake light when braking<\/p>\n\n

– Braking power calibrated for 45 km\/h<\/p>\n\n

\u2192 +50\u20ac HT<\/strong> of Schwalbe ECE R75<\/strong> certified tires<\/p>\n\n

– Approved for use at 45 km\/h<\/p>\n\n

– Adapted strength and adhesion<\/p>\n\n

\u2192 +50\u20ac HT<\/strong> Ergotec<\/strong> reinforced components<\/p>\n\n

– Handlebars, stem, seatpost safety level 6<\/p>\n\n

– The only ones to produce a framework B document with a detailed table of components requiring special repair\/maintenance attention<\/p>\n\n

Total additional cost for components: \u20ac300 excluding VAT.<\/strong><\/p>\n\n

Not enough to break the bank. Technically, it’s totally manageable. <\/p>\n\n

First lesson<\/strong>: the real barrier is not industrial. It’s administrative. <\/p>\n\n

Step 2: welcome to the registration jungle<\/h2>\n\n

This is where it gets… interesting.<\/p>\n\n

A speedbike is a category L1e-B<\/strong> vehicle under European Regulation 168\/2013. This implies full type approval<\/strong>. Not a simple certification as for a classic VAE. No. A full Type Approval<\/strong>. <\/p>\n\n

From 31 test points to 16: the big selection<\/h3>\n\n

First step: understand what’s required.<\/p>\n\n

Reading Regulation (EU) No. 168\/2013 for an electric L1e-B vehicle, we come across 31 mandatory checkpoints<\/strong>. My blood ran cold. <\/p>\n\n

31 different tests? How much will it cost? <\/p>\n\n

Fortunately, we called in a specialized engineering firm. Two, in fact, to cross-check the analyses. And then, surprise: we were able to reduce it to 18 points<\/strong>. Then, by optimizing for our specific technical configuration (no ABS, single-seater, certain exemptions), we’re down to 16 test points<\/strong>. <\/p>\n\n

Here’s what the list looks like (simplified):<\/p>\n\n

Mandatory tests for L1e-B :<\/strong><\/p>\n\n

    \n
  1. Power consumption and autonomy<\/strong> (1-2 days) – WLTC roller bench<\/li>\n\n\n\n
  2. Engine performance<\/strong> (1 day) – Engine test bench<\/li>\n\n\n\n
  3. Anti-handling measures<\/strong> (1h) – Verification doc<\/li>\n\n\n\n
  4. Anti-theft device<\/strong> (1h) – Mechanical test<\/li>\n\n\n\n
  5. EMC – Electromagnetic compatibility<\/strong> (2 days) – Specialized laboratory<\/li>\n\n\n\n
  6. External projections<\/strong> (30 min) – 100mm ball<\/li>\n\n\n\n
  7. Weights and dimensions<\/strong> (1h) – Tape measure + scale<\/li>\n\n\n\n
  8. Passenger restraint systems<\/strong> (1h) – Press + dynamometer<\/li>\n\n\n\n
  9. Plaque location<\/strong> (15 min) – Regulatory check<\/li>\n\n\n\n
  10. Access to repair\/maintenance info<\/strong> (1h) – Manufacturer documentation<\/li>\n\n\n\n
  11. Crutches<\/strong> (1h) – Inclined table<\/li>\n\n\n\n
  12. Buzzer<\/strong> (15 min) – Sound level meter<\/li>\n\n\n\n
  13. Braking<\/strong> (half-day) – Track + sensors + V-Box<\/li>\n\n\n\n
  14. Electrical safety<\/strong> (half-day) – Insulation + accessibility tests<\/li>\n\n\n\n
  15. Controls and indicators<\/strong> (30 min) – Ergonomics check<\/li>\n\n\n\n
  16. Lighting<\/strong> (30 min) – Lights compliance<\/li>\n<\/ol>\n\n

    … and so on.<\/p>\n\n

    The figures that hurt<\/h3>\n\n

    Total cost of certification: \u20ac45,000<\/strong><\/p>\n\n

    Forty-five thousand euros. For a prototype. To legally sell speedbikes in Europe. <\/p>\n\n

    And there’s more to come: +\u20ac5,000 per year<\/strong> to monitor the production conformity certificate.<\/p>\n\n

    Let’s be clear: this is the big sticking point<\/strong>.<\/p>\n\n

    For an SME like Syklo, aiming for 20 to 50 speedbikes a year, this means a certification cost of \u20ac900 to \u20ac2,250 per bike sold<\/strong> in the first year. Then another \u20ac100 to \u20ac250 per year in subsequent years. <\/p>\n\n

    In a market where the average selling price hovers around \u20ac5,000-6,000, this is simply prohibitive<\/strong>.<\/p>\n\n

    Step 3: The production certificate of conformity, or ISO 9001 by proxy<\/h2>\n\n

    Type Approval is one thing. But to be able to produce and sell in series, you also need a Certificate of Production Conformity<\/strong> (CoP). <\/p>\n\n

    In theory, this means ISO 9001 certification. Quality management, traceability, documented processes, regular audits, etc. <\/p>\n\n

    The problem<\/strong>: Syklo does NOT want to embark on a full ISO 9001 process.<\/p>\n\n

    Why? Because we’re an agile startup of 15 people. Implementing ISO 9001 according to the rules requires human and financial resources that we don’t have. And above all, it freezes our processes<\/strong> – the opposite of what we’re looking for in a growth phase. <\/p>\n\n

    The solution<\/strong>: subcontract assembly to a structure that already possesses conformity certification.<\/p>\n\n

    A certified bicycle workshop, capable of assembling to our specifications and issuing the famous sesame. The certificate of conformity is then issued on an annual<\/strong> (rather than permanent) basis, allowing greater flexibility. <\/p>\n\n

    But here again, the devil is in the detail<\/strong>: recurring annual costs for small production runs (20-50 bikes\/year) are very high. Between audits, follow-ups, quality controls, administrative costs… we’re easily talking about \u20ac8,000 to \u20ac12,000 a year in fixed costs. <\/p>\n\n

    Moral of<\/strong> the story: when volumes are low, the economy doesn’t hold.<\/p>\n\n

    Luxembourg, the last hope for French speedbikes<\/h2>\n\n

    Faced with this regulatory wall, there is a way out: the Luxembourg homologation office<\/strong>.<\/p>\n\n

    Why Luxembourg?<\/p>\n\n

    Because the two specialist engineering firms I consulted both pointed me in the same direction: Luxcontrol<\/strong>, the Luxembourg technical body.<\/p>\n\n

    Their argument? Flexibility<\/strong>.<\/p>\n\n

    Where other certification bodies apply European regulations to the letter (and sometimes even more zealously than necessary), Luxcontrol accepts technical justifications<\/strong> that enable significant cost savings.<\/p>\n\n

    In concrete terms<\/strong>:<\/p>\n\n