The Volty U1 chassis: head tube, twin rails, battery bay, rear rack cage and swingarm plate

The chassis

Tap a number to see each part.

Volty / Vehicle

One chassis. Every job.

A heavy-duty chassis platform anchored by a central battery enclosure that serves as a structural joint. The standardized modular framework allows for easy mounting of specialized cargo configurations, engineered to carry a total load of 200 kg and built for stable, durable performance through daily working use.

Volty U1 prototype on the workshop turntable, seen from the rear with the rack and side panel fitted

The idea

What a work motorcycle means

Most electric motorcycles for delivery riders in Vietnam are standard commuter bikes modified with aftermarket racks, forcing vehicles built for single commuters to haul a hundred kilograms over ten-hour shifts.

The U1 takes the opposite approach by prioritizing frame structure, rack geometry, and battery layout around work-cycle demands before styling. This design offers practical advantages beyond standard technical specifications.

01Load is designed in, not added on. Mounting points exist at the front, the middle and the rear from the frame up.
02Real riding differs from lab tests. Since only practical performance matters to riders, we publish both the real-world loaded range and theoretical maximums.

Run A Swap

Fifty-four seconds, not a fuel queue.

Step through the sequence, or run it and watch the clock. One pack, both packs, or charging at home overnight: the vehicle is engineered for all three.

0:00Ready

Scenario

Swap timings reflect the design targets for the U1 bay: 54 seconds for a single pack at a cabinet, 1 minute 58 seconds for both. Home charging uses the same removable pack in a floor dock from a standard household outlet, at roughly 2.5 hours per pack. The pack format is common to the swap cabinets already deployed in this market, and the bay is engineered to accept packs from more than one provider. Selex Smart Electric Vehicle JSC is our current battery-swap partner.

Why It Is Different

No single network owns this bike.

Most electric two-wheelers in this market tie the rider to one battery brand for the life of the bike. The U1 bay was engineered the other way around: you choose the network, and you are not locked into it.

	Closed ecosystem	Volty U1
Battery supply	One vendor, for the life of the vehicle	Your choice of network when you buy
Changing network	Not possible, the bike is built for one brand	Possible later, set up at a Volty workshop
Price setting	Set by the vendor, take it or leave it	Networks compete to be chosen
Coverage	Limited to one network's map	Pick the network that covers your routes
Refueling	Charge, or swap within one system	Swap under 2 minutes, or take the pack off to charge
Repair	Authorized dealer	Any competent mechanic, standard parts

Compatibility is designed into the battery bay. You choose a network when you buy, and any later change is made at a Volty workshop. Networks become available as commercial terms are signed, and we will name partners here only once agreements are executed.

What You Are Riding

Built to be fixed, loaded, and lived with.

Four things a rider notices in the first week, and keeps noticing in year three.

One chassis, four builds, on the same street.

Running gear

Parts a street mechanic already stocks

Chain final drive, twin rear shocks, a conventional swingarm, and disc brakes at both ends. None of that is exotic, and that is the point.

A belt drive or a hub motor would tidy the picture and put the rider at the mercy of one supplier. Everything wearing on this bike is a part a corner-shop mechanic in Vietnam can source and fit today, on a Sunday, without an appointment.

The exposed chain will need adjusting and the pads will need changing. Both take minutes and cost very little, which is the trade we chose over sealed components that fail rarely and expensively.

Rear suspension, chain drive, and the bolted side panel on the running prototype.

Load path

The racks are structure, not accessories

Front deck, mid rails, and rear deck all bolt to the frame independently, not to each other. Take one off and the others do not move, and neither does the way the bike carries a load.

The rated payload is 200 kg, and that is the maximum total the frame carries: rider, passenger and cargo together, not cargo on top of a rider. It is a frame number, not a rack number, and it is what the structure is designed to carry once the racks are hung on it.

For a fleet, that means one chassis and a parts list, rather than a different vehicle for every job. Reconfiguring a bike between a parcel round and a passenger shift is a spanner and ten minutes.

Front deck, seat and rear rack bolted to the frame at once. Fasteners are standard.

Cockpit

Everything a working rider touches, and nothing else

Wide bars, a flat single-piece seat, and one instrument pod. There is no second screen, no menu tree, and no app required to move the bike.

Twelve hours is the design case, not a one hour test ride. Bar height and reach, seat length, and peg position were set for a rider who is still on the bike at hour eleven with a full load behind them.

The seat takes two people. A working bike that cannot carry a passenger on a Sunday is a bike a rider will replace as soon as they can afford to.

Bars, levers, switchgear and the single instrument pod on the running prototype.

Presence

Seen before dawn and after dusk

Full ring LED at the front, LED at the rear. Delivery and ride-hailing run in the dark at both ends of the day, and being seen early is a safety feature rather than a styling one.

LED units are built for a long service life, which cuts a recurring cost a rider otherwise pays out of their own pocket, and one more reason to be off the road.

Full LED ring headlight. Delivery hours start before sunrise and end after dark.

Configure It

Same bike. Four working days.

Nothing structural changes between these. The frame, the bay, and the mounting points are identical, and the rest is a parts list.

Built for the passenger shift, with room for a bag

Rear rack and slim side frames, nothing hung off the front. Room for a passenger's bag or a helmet case without widening the bike, so it still threads inner-city traffic the way a ride-hailing day demands.

The Numbers

Full specification.

Figures describe the vehicle as currently developed and tested. They are targets until type approval is granted, and they will be restated against the approved vehicle.

Top speed80 km/h

Peak torque152 Nm

Peak power6 kW / 8 HP

Maximum range195 km

Real range, loaded, two packs140 to 160 km

Battery, per pack2.2 kWh, removable

Pack configurationOne or two

System voltage72 V

Charge time, per pack2 to 3 hours

Swap timeUnder 2 minutes

Maximum payload (rider, passenger, cargo)200 kg

Kerb weight, with battery120 kg

Final driveChain

BrakesDisc, front and rear

Rack mounting pointsFront, mid, rear

HomologationType approval pending

Specs reflect the current prototype and are subject to change before type approval.

Where It Stands

Before you plan around it.

The U1 shown here is a running prototype in ride testing. The chassis, battery architecture, and mounting system are settled and are what you see on this page.

Whole-vehicle type approval has not been granted by the Vietnam Register, and no vehicle can be delivered to a customer until it is. Accessory availability, final specification, price and the delivery schedule are confirmed directly with everyone on the list once ordering opens.

Riders

I want a U1.

We are not taking reservations yet. Join the list for the first customer batch. We confirm your place, then your configuration, before any payment is asked for.

I want a U1

Fleets

Run it on your routes.

10 to 100 units, your riders, your districts, and an operating report you can put in front of your CFO before committing to anything.

Start a pilot

Steering head

Main battery bay

Rear rack cage

Swingarm and shock mounts