For decades now Segway has been perfecting its electric personal transport vehicles, along with developing new products such as electric shoes, scooters and other hoverboard-type products. To start out the next decade, they have entered the powersports market with an electric dirt bike, an ATV, and several hybrid and gas-powered UTVs. Will their segue into the powersports segment be as comedic as Mall Cop, or will it be a runaway success? Time will tell.


The more sport-minded Villain sits in a chassis that looks like a cross between a Can-Am X3 and a Polaris RZR Pro XP. The Villain Hybrid comes in the form of a two-cylinder, 1000cc gas engine working in conjunction with a permanent magnet synchronous electric motor that adds another 74 horsepower to the unique powertrain for a total of 181 ponies. There is also a model with only a gas engine that puts out 107 horsepower.

Racy bucket seats are found in the Villain with four-point harnesses. The cockpit does seem a little cramped, but we have yet to sit in it.
The utility model is equipped with three seats and a dumping bed, making it a good workhorse.

Suspension is handled by dual A-arms up front with 15.6 inches of travel and trailing arms in the rear moving 16.7 inches. Early reports indicate that the suspension system may be similar to Polaris’ Dynamix with adjustable compression settings; however, the specs also say that there are high-/low-speed compression adjusters, as well as rebound, something the Fox/Polaris system lacks. These details will have to be confirmed when we lay eyes on the production machine for ourselves in June.

Ground clearance is a respectable 14.2 inches. Overall measurements read 131.1 x 64.1 x 66.5 inches with a 102-inch wheelbase. The specs are a little confusing, because they do show another measurement of 72.8 inches wide, so it’s possible that there is a long-travel version in the works as well.

The Villain has a sway bar and dual A-arms up front with 15.6 inches of travel. Maxxis Stag tires are found on all four corners.
Out back 16.7 inches of travel is found out of a typical trailing arm. What’s not typical is that a driveshaft will come from the CVT-equipped gearbox to a divorced rear differential with an unlocked diff, which typically are not strong enough for a sport machine.

Strangely, Segway chose to put 29×9-14 tires up front and 30×10-14s in the back. This height difference is not common and only works if the differential gears are set up for it. If this is the case, then you can’t change to equally tall tires when you want to swap out for aftermarket meats. Hopefully, this is a typo in the brochure. The brochure does say the chassis is made of chromoly, which would be great, as it’s much stronger than mild steel. The dry weights of the Hybrid and standard models are 1936 and 1694 pounds respectively.

We like the styling of the Villain. It reminds us of a Baja bug up front.
Maximum payload numbers are only 550 pounds on the Fugleman utility, and they haven’t provided a tow rating yet.


The Fugleman is the proposed utility-minded, three-seat machine featuring a dump-bed-equipped chassis in three versions: a Hybrid, 1000 and 570. Again, the electric motor runs in conjunction with the gas engine. Basically, the battery power will help lay down big torque numbers, and then combined with gas will give you the range needed. Yes, it sounds complicated, and the car never runs on pure electricity. The 107-horsepower, 1000cc engine is a parallel twin similar to a Polaris engine. The 86-horsepower 570 is similar to their single. Only the 1000cc powerplant has the hybrid option, and together they put out 181 horsepower.

Other than the engine, the interior is both Segway’s most interesting features. It has a push-button starter, normal instrument panel, but all power output can be monitored on a tablet.
We like the deep cargo bed of the Fugleman and the rear bumper featuring a tread step and lots of places to tie things down.

After that, power is made into a CVT that transfers power to the wheels just as with any other utility UTV. Four-wheel drive is standard, as are locking and unlocking front and rear differentials.

The engine is a dual-cylinder parallel set up similar to a RZR. This car will have twin mufflers and a receiver hitch.

The overall measurements are the same on all three at 124 x 62.2 x 82.7 inches, which is slightly larger than a Polaris Ranger. Suspension at all four corners is handled by dual A-arms moving 11 inches. Weight of the 570 (dry) is 1650 pounds. The 1000 is 1684 pounds, and the Hybrid is 1870 pounds. Surprisingly, the payload capacity of the hybrid is only listed at 550 pounds. What’s even more confusing is that this machine has 27-inch-tall front tires and 28-inch-tall rear tires. We will decipher more information in the coming months and have a second report prior to the scheduled release of all the powersports products this summer.

See more in the coming days at


Engine type 1000cc 4-stroke twin/permanent

magnet synchronous motor

Transmission Fully auto CVT

Horsepower 181 hp

Torque 184 lb-ft.


  Front Dual A-arms w/ 15.6”

  Rear 3-point trailing arms w/ 16.7”


  Front 29×9-14

  Rear .30×10-14

Overall dimensions 131”/64.1”/66.5”

Ground clearance 14.2”

Wheelbase .102.4”

Dry weight 1936 lb.

Fuel capacity 10.6 gal

Bed capacity 308 lb.

Towing capacity Not announced

Price Not announced



Engine type 1000cc 4-stroke twin/permanent

magnet synchronous motor

Transmission Fully auto CVT

Horsepower 181 hp

Torque Fully auto CVT


  Front Dual A-arms w/ 11”

  Rear Dual A-arms w/ 11”


  Front 27×9-14

  Rear .27×11-14

Overall dimensions 124×62.2”x82.7”

Ground clearance 13.8”

Wheelbase .81.1”

Dry weight 1870 lb.

Fuel capacity 11.9 gal.

Bed capacity 550 lb

Towing capacity Not announced

Price Not announced


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