This lineup covers full-size electric motorcycles sold new in North America through official channels — manufacturer model lines, plus clearly labelled new-old-stock and low-volume, hand-built makers that genuinely take North American orders. These are motorcycles, not e-bikes or mopeds; where a brand's line mixes in off-road-only machines or urban, scooter-styled models, those models are labelled as such rather than left out.

The batteries sit between the two electric worlds either side of them. Packs here run roughly 2–33 kWh — far larger than an e-bike battery, which is usually under 1 kWh, and far smaller than an electric car pack, which starts around 60 kWh. That middle size is why charging, weight and removability matter so much more on a motorcycle than on a car.

Some packs lift out and some do not, and the table says which. A removable or swappable pack can be carried indoors to charge from a household outlet — the only practical option for many apartment riders — and swapped for a charged one instead of waiting. A fixed pack charges where the bike is parked. Where the research does not state whether a pack removes, the table says "Not stated" rather than guessing.

Range figures are each maker's published figure, and they are not comparable across brands: each maker tests on a different basis — SAE J2982, WMTC, NEDC, or the maker's own claim — and the basis is shown where the research states it. A bigger number on a looser test is not a longer-legged bike.

Every capacity here is quoted exactly as the maker publishes it — maximum and nominal figures are both given where the maker gives both, and no capacity has been back-calculated from volts × amp-hours. Anything that could not be verified is marked unverified. Not listed: models with no verified North American sales channel or no verified customer deliveries, and makers that have ceased trading (Fuell, Cake, SONDORS).