ElectricMotorcycleForum.com

I suspect that India may end up being one of THE leaders in EV motorcycles the way it is looking. The RE electric looks like it may be a real e motorcycle. If they make it as well as the new 452 Himalaya I might finally have a Emotorcycle in my future. The question is will it do over 100kph...

For a bike with that size motor and little fairing the side bags and to some extent the top box ( in the wind shadow of the rider , though the rear of the box will probably vortex shed a bit.
Being mostly a small bike rider for most of my life, one soon gets to realize just how much drag affects a motorcycle. An energica has quite some poer to mask that much drag. This bike does not.
The bike itself is reasonably well designed to get the legs in to a smooth airflow position and the seat relative to the instrument cluster with mask that portion of the airflow leaving only the parachute arms and the upper torso and the head. The boxes will as quite a bit to the wind cross-section.

Fortnine just did a "review" and a ride. As usual it is worth watching.

I will stop riding my ICE bike when I can buy a e motorcycle that will actually do the job I need. ie top speed 100-110kph and not cvost as much as a superbike. After 3 yearsd of searching I am still waiting.
You can buy city speed only emotorcycles ( lots of nice ones) or superbikes. The few bikes that are in the middle cost more than any motorcycle I have ever owned of any capacity.

In a nutshell, on smooth city streets at city type use , you won't notice the difference , except in potholes ot maintenece dips. There the extra mass is hard to tame , but as it only occurrs once , it would be annoying but not much else.
At higher speeds and on rougher surfaces the extra mass will be more noticeable. Multiple modulations will be much harder to contain especially as the emotorcycle crowd seems to have bypassed decades of suspension tech and gone with very poor solutions. Poor quality damping ( ICE equivalents aren't immune from this one), heavy suspension  components and poorly designed chassis and linkages ( read simple single pivot rears mostly) are the big problem. The heavy unsprung mass contributes to the problem. Could a hub motor be designed to work sufficiently well. Of course!. Has it yet...mostly no.
Part of the problem also is that the hub motor unsprung weight is also a more significent proportion of the total system weight ( bike and rider). That also makes it more difficult to control. On a car the hub/suspension weight even with motors on each wheel is a tiny proportion of the total system weight, making it less noticeable.
The gyro effect on handling is more complicated. If you have as much motor mass as possible close to the axle , it will be less of a problem.
The bit few talk about, is the effect of the rear wheel mass relative to front wheel mass, and the consequent gyro interactions. To turn a two wheeled caster steering vehicle, the front gyro has to overcome the rear gyro ( which is trying to keep the bike upright). With a heavier rear the front input has to be greater  to bring the bike back from understeer to neutral.That requires a rethink to get it to handle properly.

Actually I can see a place for transmission. Although the torque may be even across the rev range the "throttle" control could be useful to match the fine control you need to the "throttle" arc used.
For example if you have an off road emoto and you are doing technical riding as throttle that give you fine control across a wider arc than you need for highway riding.
Although a logrithmic curve control may do the same , in practice.

ALL motors are going to have problems. It's a matter of how innovative and how you use the strengths and weaknesses. ICE motors have huge detriments in that they are loud, produce massive and pollution at the energy production phase ( riding) and have uneven torque as the rpm rise, but they are still quite common , I believe.
Hub motors have huge problems in that they weigh a ton  in current form, which is a huge problem from a suspension/handling department. The current crop of yokeless axials help solve exactly that problem, and their narrowness is a plus for putting inside the line of a wheel. For me they appear to be a step in the right direction. These properties also lend themselves to front/dual drive motorcycles as the reduced rotating mass and narrowness, makes steering a better proposition

" It's patently obvious that there are lots of ways to improve range without touching the battery". Sooooooo true
I have been saying this as long as I have been interested in motorcycles. And that's a long time.
Fact : Motorcycles basically have the aero on a spikey brick. Anything that cleans up the flow around the complete motorcycle AND rider will assist top speed and range.
 Why do manufacturers insist on producing emotorcycles that go out of their way to create a parachute, on something that needs to have as little drag as possible if it is to get any range.
If you choose a "retro" or "cafe racer" expect compromised aero efficiency, and as a result, decreased range and reduced top speed compared to a properly faired bike. Surely the advent of emotorcycles and a Tabula Rasa moment to rethink the motorcycles design should be enough to get us thinking efficiency, rather than back to the late 60's early 70's.
Mvetter you have an ally. ( Especially if you are who I think you are.)