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General questions

Most sources of error & causes of a problem on an electric scooter can be narrowed down to 4 essential parts: motor, battery, control unit and throttle grip. In very few & rare cases, an engine is defective, this can be almost completely ruled out. On average, there are a maximum of 2-3 defects per thousand engines. The other parts are actually defective in a few cases. Usually it is a broken connection between these parts that causes the existing problem. For this reason, we generally recommend loosening and reconnecting the control unit's plug connections one after the other for almost all reported defects. Likewise, the cables in the plugs should also be checked for correct and firm seating.
The respective IP protection class always provides information about the use under wet conditions. This value and the respective technical data can be found in relation to the individual vehicle.
The scope of each scooter model always depends on many factors such as load, charge status, trip distance, age and condition of the batteries, ambient temperature and the driving style and may partially differ a lot. Also, the range always depends directly on the existing battery capacity. This is indicated in Ah (ampere hours) or in Wh (watt hours). The higher the value the greater the possible range.
SXT Scooters are versatile for commuters, for leisure & hobby, camping & for example boat owners. Areas of application vary somewhat depending on the model and partly also depend on whether the model is approved for road traffic or not.
A distinction must be made between hub motor and chain drive. 1: Yes, this is possible with hub motors because there is practically no rolling resistance on the part of the motor. 2. This is also possible with motors with chain drive, but here you encounter resistance from the motor, which makes pushing the scooter considerably more difficult. We deliberately do not use motors with free-wheeling, as these are very prone to errors and often also stop working after a short time.
In order to reach the top speed, the appropriate circumstances must be in place. This includes things like the tire pressure, battery level, temperature, age of the battery, terrain, payload, etc. It is also important that the vehicle, the board computer or the app is checked to see if the correct speed level is set in order to be able to reach the maximum speed.
Information on the exact position of the chassis and / or frame number can be found in the corresponding product manual / operating instructions.


Frequently asked questions from customers regarding the batteries installed in our models.

Lithium batteries have a much higher energy density and hence capacity in the same size as a lead-acid battery. Lithium batteries are having much larger capacity and are about 50% lighter than a lead-acid battery in the same dimensions.
The durability of the batteries is highly dependent on the care and maintenance as well as the type of battery per se. The life time of a battery is not indicated in months or years but in number of charging cycles. Lead-acid batteries usually have a life span of about 200-250 charge cycles. Lithium batteries depends on the lithium type (LiFePo4 or Li (NiCoMn) O2) have a life expectancy of 1200-1800 charging cycles and are therefore when compared properly over the lifetime even the cheaper battery type and not just more expensive than lead-acid batteries as many believe.
Yes - all of our vehicles are built sustainably and in all vehicles the battery can be replaced with a new one when it reaches its service life / wear limit.
For safety reasons, we recommend that you either let us replace the battery or have it carried out by another specialist workshop.
Every battery is a wearing part and has a limited lifespan. Lead-acid batteries in particular wear out from the first charge to the end of their lifespan. Each lead-acid battery is subject to a natural so-called sulfation process. Due to the energy flow, sulfate crystals form on the lead plates inside during the discharge process. These are "resolved" when the voltage is recharged - but never 100%. As a result, more and more sulfate crystals accumulate over the entire service life, which over time cause the battery to lose power or capacity until it has to be replaced by a new one. By regular recharging and careful handling of the battery, this process can be reduced to a minimum and delayed as long as possible - however, it cannot be stopped - this is normal and natural wear and tear. We recommend fully recharging lead acid batteries from a residual charge of 50 percent.
Every battery type requires a suitable power supply / charger. Other power supplies are not to be used and can irreparably damage the battery. By using chargers that are not included in the scope of delivery, the guarantee and all warranty claims expire.


When the battery is completely empty and fully charged, we speak of a full charge cycle. We mostly speak of full charge cycles when the battery life is meant. Quite simply put - if we give a battery with a lifespan of 200 charging cycles, this means that the battery can either be charged approx. 200 times from completely empty to fully charged or approx. 400 times half empty to fully charged, or approx. 800 Times from 75% to 100%. If a battery is fully charged again, even though it is only 50% empty, we speak of a "partial charge cycle".
We have vehicles in our range with and without a removable battery for external charging. Further information can be found individually in the technical data of the vehicles.
Connect the charger to the socket - the LED on the charger lights up green Now connect the charger to the battery / scooter - the charger lights up red (the battery is charging) and the fan starts to run (if present) The charger has charged the scooter - the LED on the charger lights up green again and the fan stops (if present).
If the charger is connected to the scooter and it only shows green permanently, either the battery is already fully charged or the charger is not charging the scooter. In such cases, it is usually a broken fuse that is best replaced with a new one to rule out the problem. With lead-acid batteries, it may also be due to the plug-in requirement for the charging socket (on the side of the running board). Another possible source of error is that the customer does not load the scooter correctly, e.g. he has a lithium battery and tries to charge it through the charging socket on the side of the running board, whereby this charging socket is only designed for lead batteries. Due to the different polarity on the XLR Canon connector, no current can flow. It also makes sense to check or unplug the wiring between the battery cells (only possible with lead batteries) and reconnect them.
It sparks when you connect the charger to the scooter: you connect the charger incorrectly. First connect the charger to the socket and only then connect it to the scooter.

Street legal

This always depends on whether the particular model is EEC approved or not. Our vehicles possess if they are admitted always an EU-wide authorization. That means if a vehicle is approved, it can always be operated in the EU on public roads - only the procedure of registration / insurance may be different. There are also models that have to be insured and the rider needs to hold a driving license for example in Germany, that in other countries, for example in the case of our SXT 500 EEC and Austria legally can be used by everybody as there they are treated as a bicycle. This must always be checked in each country and compared with the applicable regulations.


The control unit is usually located near the battery. For example under the running board, under the seat or in the frame (under the display).
The side stand must be closed (as with motorcycles) so that the scooter can drive off. It can happen that the mechanism on the side stand does not work. This must then be replaced so that the scooter works again.
The kickstart function may be activated. Please refer to the operating instructions to see whether your scooter has a kick start function and how you can deactivate it. Another possibility is that your vehicle has a safety switch on the side stand and the stand has to be folded up in order to start driving.
This is intentionally configured as this is a prerequisite for the EC type test to obtain road approval.
Often the squeaking is due to an incorrectly positioned brake caliper, which can be due to the fact that the brake pad wears out during operation and, with only one movable brake pad, pushes the brake disc aside over time during the braking process, which then leads to vibrations and the typical squeak leads. This can be remedied by adjusting the position of the brake caliper and is a normal process of maintenance and care during use.
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