I’ve put over 350 miles on the Talaria Sting MX4 across three months of riding everything from tight single-track to wide-open fire roads, and I’ll be honest: I wasn’t expecting to love an electric dirt bike this much. Coming from years on gas-powered machines, the instant torque caught me off guard on my first climb up a technical rocky section near my local trails. No clutch feathering, no power band to find, just twist and go. The silence is what really changed my riding experience though. I could hear my tires gripping dirt, branches scraping the frame, and actually carry on conversations at the trailhead without shouting over an idling engine.
Contents
Power Delivery and Build Quality
The MX4 packs an 8kW peak power motor with an Interior Permanent Magnet design that’s significantly more reliable than the older Surface Permanent Magnet motors found in competitors like the standard Surron Light Bee. This isn’t just marketing speak. The IPM motor runs cooler under sustained load, which matters when you’re crawling through technical sections where you can’t get moving fast enough to let things cool down. At 138 pounds, it’s heavier than the 110-pound Surron X, but that weight sits low and centered. You feel it planted rather than sluggish.
The gearbox is where Talaria really diverged from the pack. Instead of the belt drive that Surron uses, Talaria went with a sealed oil-filled gearbox that only needs servicing every 3,000 to 5,000 miles. I did my first oil change at 300 miles for break-in, and it took maybe five minutes. No belts to snap when you’re 10 miles from your truck. The trade-off? It adds a slight mechanical whirr compared to the whisper-quiet belt, but it’s still so much quieter than any gas bike that I barely notice it.
The 60V 45Ah battery delivers 2,700 watt-hours using LG 21700 cells, which is 18 percent more capacity than the Surron X battery. In real-world riding through mixed terrain in sport mode, I’m seeing about five miles per 20 percent battery drop, which works out to roughly 20 to 25 miles of aggressive trail riding before I’m hunting for a charge. That’s enough for a solid morning session, but if you’re planning all-day epics, you’ll want to budget for charging breaks or consider a second battery.
Suspension and Handling
The Talaria Factory suspension comes surprisingly well-tuned out of the box. I’m 180 pounds and 6 feet tall, and after setting sag properly, the fork and shock handled everything from small trail chatter to two-foot drops without complaint. The 35-inch seat height positions you in a neutral stance that works whether you’re standing through technical sections or sitting for fire road climbs. Taller riders will want to add bar risers immediately. I threw on some cheap three-inch risers within the first week, and they completely transformed the cockpit ergonomics.
Where the MX4 really shines is descending steep, loose terrain. The low center of gravity and the bike’s weight distribution give you confidence to push into corners and let the front end dig in. I took it down a loose shale descent that usually has me white-knuckling on my WR250R, and the instant throttle response let me modulate speed with precision I’ve never had on gas bikes. No engine braking to predict, no clutch to slip. Just smooth, predictable power delivery.
The geometry leans slightly forward, which some riders call the “stink bug” stance. It’s a common issue in this category of e-motos, and honestly, it took me about 50 miles to adjust. Once you learn to weight the bike properly through corners, it becomes less noticeable. Simple fixes like adjusting suspension sag or adding a steering dampener can correct it if it really bothers you.
Braking and Drivetrain Performance
Talaria upgraded to 220mm x 2.3mm rotors front and rear, which is 20 percent more stopping power than the previous MX3 model. The four levels of regenerative braking are adjustable on the fly through the OLED display, and I found myself running level two most of the time. It adds a subtle engine-braking feel that helps extend range by about five percent while reducing wear on the mechanical brakes. On long descents, I could modulate between regen and the hydraulic brakes to keep things cool and controlled.
The drivetrain is dead simple. There’s no shifting, no clutch maintenance, no jetting carbs or checking valve clearances. After 350 miles, I’ve tightened the chain twice and changed the oil once. That’s it. The display shows battery percentage, speed, riding mode, regen level, and error codes all on a high-contrast OLED screen that’s readable in bright sun. You can swap between eco, sport, and custom power modes depending on whether you’re conserving battery or sending it on open trails.
The instant torque from a standstill is addictive but takes adjustment. There’s no gradual power curve like a gas bike. Zero to full power happens in about two inches of throttle travel, which means you need to be smooth or you’ll loop it in loose dirt. After a few rides, throttle control becomes second nature, but beginners should expect a learning curve.
Limitations and Real-World Trade-offs
The battery rattle is real and annoying. Even with the upgraded battery compartment, I can hear it bouncing around on rough trails. Some riders stuff foam in there to dampen it, which helps but feels like something Talaria should have sorted at the factory. The front brake line also rubbed my tire during my first ride until I repositioned the mounting bracket. Quality control seems inconsistent.
Range anxiety is real on longer rides. Twenty-five miles sounds decent until you realize how fast aggressive trail riding drains the battery. I’ve been caught at 50 percent charge further from home than I’d like, and pedaling this 138-pound beast is not an option. Plan your rides conservatively or invest in a second battery and the quick-swap system.
The size issue is significant for shorter or lighter riders. This bike is built for people 5’10” and taller who weigh at least 160 pounds. My wife tried it once and felt completely overwhelmed by the weight and reach. If you’re under 5’8″, seriously consider the Surron X, which sits two inches lower and weighs 28 pounds less.
Final Verdict
Buy this bike if you want maximum power and range in the electric dirt bike category without going full motocross-spec, you ride technical single-track and fire roads where the low maintenance and instant torque shine, you’re a taller or heavier rider who needs a substantial platform, or you value reliability over having every possible aftermarket mod available.
Skip this if you’re a shorter or lighter rider who’d benefit from the Surron’s more compact dimensions, you need ultra-long range for epic all-day rides without charging access, you’re obsessed with aftermarket customization and want the more established Surron ecosystem, or you ride primarily street and supermoto where weight and handling dynamics favor lighter bikes.
After 350 miles, the Talaria Sting R MX4 has fundamentally changed how I think about dirt bikes. It’s not perfect. The battery rattle annoys me, and I wish the range was better. But the combination of instant torque, low maintenance, and silent operation has opened up riding opportunities I never had on gas bikes. I’m exploring trails at 6 AM without worrying about noise complaints. I’m taking midweek evening rides because there’s no pre-ride maintenance ritual. Most importantly, I’m riding more often because the bike makes it so damn easy to just go.
The golden rule applies here more than anywhere: a bike that gets you out riding three times a week will always beat a bike with better specs that sits in your garage. The MX4 gets me out riding. That’s what matters.