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I tried again without ignition short (orange/purple wires) and had various failures, but one time success and a full boot.
I was able to enter engineering screen. It seems, cells are defective - or is it a BMS module?

Based on the cell voltage and temp data from the eng screen the issue is likely a failed LMU board (part of the BMS) or a damaged trace on one of the circuit boards that provide the BMS cell voltage data.

The min cell voltage of 65535 is a place holder for "value out of range". Each LMU receives cell voltages from 8 battery cells, each cell voltage reading includes all previous cells in the chain. For example if all cell voltages were at 4V the vaults the LMU would receive are: 4,8,12,16,20,24,28,32. It calculates a specific cell voltage by subtracting the previous value (12-8=4=Voltage of cell #3). If the LMU does not receive a value from one cell this throws off the math and results in a value "out of range".

Assuming the OCV value (276V) is accurate then the average cell voltage of the pack is around 3.45V (276/80).
3.2V is the minimum cell voltage needed to charge a battery normally. 2.5V is the minimum safe limit for the cells but below 3.2V the pack would need to be charged manually.

Short answer there is something wrong in the battery that is causing it to report values outside of normal parameters. Until that issue is resolved the bike will continue to throw faults.


Unfortunately as the bikes PSU is working it will keep drawing small amounts of power from the battery. Over time this will discharge the cells to 0V. As you have no way to recharge the battery time is ticking.
I am not sure what HV vehicle repair resources are available in Germany. I know of someone in the Netherlands that is familiar with Energica battery repair.

Depending on the version of PSU installed in the bike it might be possible to unplug the power going to the PSU stopping the parasitic power draw.
Here are the 2 styles of PSU used in the 21.5kWh battery pack. The upper unit is know as a PSU11, the bottom unit is referred to as a TDK600

The PSU is located behind a cover at the front of the pack, it is secured by T20 bolts and sealed by a o-ring.
Due to the high voltage inside the battery pack I can not suggest you remove this cover... But if you choose to ignore that suggestion you will see either a PSU11 or a TDK600.
The PSU11 can be unplugged from the high voltage supply. The TDK600 is hard wired into the bikes HV circuit, the only way to disconnect power is to cut the HV wires or remove the bottom cover from the battery and unbolt the connections.

Ideally your bike is running a PSU11. There is a 3 pin connector referenced in blue that carries HV power to the unit. Please note the area marked in red is part of the HV circuit and should not be touched.

You can use a non conductive tool to depress the latch on the 3 pin connector and disconnect it.

Removing power from the PSU prevents the cells from being discharged further. Allowing you time to have the original issue repaired.

That seems to fix the issue and now I have power blasting all the way to full.

Glad to hear the bike is performing as it should after the repair.
The first thought I had when I saw the first photo was "cool I have the same welder and flooring in my garage", then I realized it was my garage. 

For reference to others the PSU had failed, once the new unit was installed the bike functioned normally. The busbars were also updated as the bike exhibited symptoms pointing to an issue.

i know the display loves to hold last numbers too, and putting in lpr mode may have disabled certain checks and stuff.   if it was at 80 percent and never moved, and no power coming in (if that is the case) then he probably ran the battery into the basement.  i see that on my bike often, ill put it to bed at the end of the day with like 84 percent charge, it cools etc overnight, turn it on and the display will show 84 percent for a second or so then suddenly jump to like 80 percent or whatever the 'new' balance of the battery is (or it thinks it is)

LPR mode works however it's not the set it and forget it solution. If the outlet powering the EVSE you are using to charge the bike has a power interruption the charge session will end. Unless you unplug and reconnect the charge cable a new charge session will not occur, causing the battery to discharge over time. I much prefer setting the SOC limit to 80% and charging the bike manually every 60 days.
With very old firmware the SOC shown on the dash would not always update, that was fixed some time around 2019. The pack voltage and cell voltages on the eng screen are always accurate.

does anyone know what the idle, picking my ass current draw is on the bike, it has to be something, there is some computer thingy dingy watching somewhere.  even if that draw is only 5 watts.  that's 120 watts a day, 800 watts a week.  3.2 kw a month.  after say 6 yo 7 months you are in trouble.

I do not know the exact current draw of the PSU's 9V always on circuit. Based on the log files I have examined from bikes with discharged packs, you have about 10 months from fully charged to 0% SOC. 3300mV is the cell under voltage cutoff, below this level the bike will not accept a charge. It is possible to manually charge the battery at this point. 2500mV is the manufactures listed end of life, cells below this voltage should not be charged.

chris, where at in the battery is it's 'name/ser' held at?

Not sure what you mean when you say "name/ser"?

Amazing performance by Josh Herrin, congrats to him and the LF team!

I'm not really a fan of Josh Herrin, but there's no denying his talent when all of his marbles are rolling together...

Yea his attitude rubs me the wrong way. But the guy can ride.


After watching his blog video from their test session @ Mid-Ohio last week I was worried the bike would not be ready for Barber.


Looks like his last lap time was within 2 seconds of his fastest lap time. Showing the bike was not down on power at the end of the race due to battery temp or capacity.
https://results.motoamerica.com/results/2026/BARBER/26_5_BARBER_MSH_R2_allrep.pdf

The technical regulations for the hooligan class specify that it's for production based motorcycles. However it also says MotoAmerica officials have the right to determine a motorcycles eligibility, suspect they granted an exception to the LF bikes.
An EV bike racing in the series is a great talking point, just like having Arch in the class. There were 7 different manufactures in the top 8 qualifying positions for the race, separated by a second. It's exciting racing that keeps people coming back for more.
Also if one bike has a clear advantage MotoAmerica can rebalance things by requiring bikes carry additional weight or run other performance limiting systems. For example the HD bikes all have restrictor plates on their intakes to limit power.

Glad you were wearing full gear and came away relatively unscathed. Hope your shoulder heals up quick!
How did "the other guy" fare? Turkey dinner...

So happy you have the impact on video, bastard jumped right into you.

Thanks for the kind words!
I'm not here to say negative things about the new ownership, I wish them the best in restarting the brand. Not a huge fan of how they are going about that but so be it.

Again if you need help with service or parts please let me know. Already have a customer bike in the garage for a busbar service. Just because you are not in California does not mean I can't help. Over the years I have hopped many flights to repair bikes.

Chris

The parameters for the corsa package allow for maximum current draw to a higher temp vs that of production bikes. However below 40F both the corsa and production settings will limit max discharge and charge (regen) values.
In addition operating a lithium based battery pack at low temperatures reduces efficiency resulting in a noticeable reduction in range.

Due to the mass of the battery once its cold it takes a long time to warm back up, just like once it gets hot. We never ran the race EVA with battery temps below 10C (50F). Thankfully we only experienced low temps once during a testing event in November at Button Willow CA, where temps dropped to ~35F overnight. We had to wait till the afternoon before the battery got within it's optimal operating window. Preventing the battery from getting cold soaked in the first place is going to be the best bet. A small electric space heater in an enclosed trailer might be enough?

Honestly running in the cold sucks. Even at a A group pace you will struggle to put enough energy into the tires to offset the energy a cold track will pull out of them, assuming the warmers were able to get them up to operating temp in the first place.

Stay safe in the cold! Check your tire temps and pressures and adjust as needed, hope you own a non perforated leather suit.

I'm super excited to see what Josh Herrin can do piloting the Lightfighter SH bike. We (Energica) were granted special permission to race the EVA in the class regardless of the production bike HP output. The main argument was that the power to weight ratio of the EVA was in the same range of the ICE bikes racing in the class. In addition due to heat limitations of the battery the actual hp of the race bike was less than that of a production model.

Lightfighter takes a different approach vs Energica, using a smaller battery pack to reduce total bike weight should result in the bike requiring less energy needed for similar power output. It also looks like they are using a actively cooled battery pack to control cell temps.

MotoAmerica has done a great job adjusting the rules where needed to provide a even playing field for the SH class. For the 2026 season they have worked hard to curtail the "arms race" big budget factory teams were taking advantage of. They did this by introducing rule changes that limit the cost of components like suspension and brakes. In addition they have adjusted the minimum weights and in some cases require teams to run additional ballast weight. They are quick to tweak the rules to ensure the class stays competitive and keeps some spirit of what Roland Sands envisioned; an accessible race series. 

Anyone who watched the Hooligan races with Stefano on the Energica know that, in an ideal world, the track is 8 laps with a warmup lap. The Energica bikes were able to do that. However, many times there things like crashes or things that prompted a mid-race pause, reset, and another warmup lap.

Red flags were a huge challenge for us. The EVA race bike was tuned to go the race distance at full power. In the event of a red flag the current lap was neutralized and all bikes returned to the pit till the track could be made safe, riders then had to exit the pits and reform on the starting grid after an additional sighting lap. This resulted in an additional 2 laps of energy used and heat created. Charging the bike in the pit was a balance between providing enough energy to go 2 extra laps but not generating too much heat in the battery resulting in thermal cutbacks.

Is there a protest period from when the results are posted and when the trophies are handed out?

After every qualifying session and race all bike go into parc ferme, which is a cordoned off area for a period of around 30 minutes. Each team can inspect competitors bikes (visually), if they see something they feel is in breach of the rules they can lodge (by paying a fee) an official protest. In that event MotoAmerica staff will inspect the bike and determine if a rule has been broken, an bike that is determined to be in breech of the rules is disqualified. We were disqualified from our 8th place finish in 2024 at The Ridge due to us having additional sensors fitted to the bike (to monitor suspension travel), we failed to remove them after testing. In addition both Indians were DQ in race 2 after finishing 1st and 2nd due to their handle bars being lower than their upper triple tree.

Some teams are granted exceptions to specific rules, for example the production hp of our bike. These exceptions are provided in writing by MotoAmerica.

It's not like they ran the prototype MotoE bikes that they used in Europe.