A modern EV charged by the grid is overall more efficient at the system level even IF the grid is fed by a coal-fired plant of decent efficiency (and there is no more coal-fired power generation in Ontario).
A central thermal power plant can be operated close to its best-efficiency conditions almost all the time. A decent coal-fired generating station has a thermal efficiency (energy content of coal in, to energy content of electricity out) of 40% or a bit more. A combined-cycle natural-gas-fired plant (uses a gas-turbine "topping" cycle then the exhaust heat operates a steam-turbine "bottoming" cycle) can have a thermal efficiency of 55% - 60%. Accounting for transmission losses to get to the EV charging point plus the charge-discharge losses at the battery plus losses within the inverter and motors still means the combined system "fossil fuel to wheels" will be in the 30% range for coal-fired or beyond 40% for natural-gas-fired combined-cycle generation.
A good internal-combustion engine can have a 40% thermal efficiency at its best operating point ... but the engine in your motorcycle is not the engine in a Toyota Prius. Low 30s are more likely. And ... That's at the best operating point - probably somewhere in the vicinity of 50% of rated RPM and 75% of rated torque. Most combustion-engine-powered vehicles spend very little operating time in the vicinity of that best operating point. They spend an awful lot of time idling (0% efficiency), and cruising around at part load (poor efficiency). A 200 hp engine has a poor efficiency when it is only producing the 10 hp that it takes to trundle along a country road or putter around town.
EVs don't have that situation. If you're stopped in traffic, the powertrain is drawing no battery power. The powertrain efficiency tends to be +/- 90% over a very wide operating range regardless of instantaneous power demand. And ... regenerative braking. No can do with a non-hybrid combustion-engine vehicle.
Most automotive-scale smaller EVs use around 20 kWh per 100 km, but that is high-grade electrical energy that can be used to make mechanical power with +/- 90% efficiency. Comparable car uses about 7 or 8 L/100 km; one litre of gasoline = 0.74 kg = approx 10.3 kWh of chemical energy but this can only be used at the brake-thermal-efficiency in actual in-service operating conditions to convert it to mechanical power. If the car is using 7 L/100 km that's 72 kWh of chemical energy input per 100 km. That implies a tank-to-wheels efficiency in the combustion engine vehicle of around 25% compared to 90% for the EV ... that's about right for a good one under good operating conditions. Stuck in city traffic, it's going to be a lot worse for the combustion-engine vehicle, and the EV will still be around 90% but with lower power demand because of the lower speed and regenerative braking.
<--- specialised in thermodynamics and fluid dynamics in mechanical engineering, a long time ago, but I still remember it (and I still have my textbooks)
