EMB-135 First Officer reported a Total Electrical Failure in climb. The flight Crew ran the QRH and check lists and requested priority handling. The flight crew elected to continue to destination airport.

Narrative

Departing ZZZ on Date in Aircraft X at approximately XA:30. We had a normal departure on the ZZZZZ. During the climb at approximately FL250-FL260 we had an EICAS Caution Message for GEN 1 OFF followed by 2. Shortly after; we experienced EICAS Message GEN 1;2;3;4 OFF and Multiple Pages of Failures to include Autopilot; Anti-Ice; Backup Battery OFF and Flap Fail. Running the checklist in the QRH for GEN 1;2;3;4 OFF BUS; we started the APU as directed and experienced Multiple Screen Failures. The Captains PFD; EICAS; RMU 1 and Standby came back shortly after although the only indications on the ISIS Standby Instrument were Altitude and Airspeed. The Captain stopped the climb; maintained control of the aircraft and requested priority handling with ATC while I continued to work through the QRH. We discussed our options of turning back to ZZZ or continuing to ZZZ1; it was a very dark night and at the time we were over dark featureless terrain with the only visual reference being the ZZZ1 city lights. We decided to continue to ZZZ1 in the event that the #1 PFD became Inoperable and with Multiple Yellow Caution Messages on the display we were concerned with the accuracy of the information provided. The Captain requested a descent down to 10;000 feet and we were given 11;000 feet due to rising terrain. He made a slow descent to 11;000 feet and made altitude call outs as requested by ATC. I ran the checklist in the QRH for FLAP FAIL; calculated the Vref speed and factored landing distance.The Captain requested an extended final approach and Airport Rescue and Firefighting (ARFF) Crews be on standby in ZZZ1 after landing. After a stable approach and successful landing the Captain exited Runway XX and came to a full stop as we had no steering. The ARFF Crews performed a visual inspection of the aircraft and brakes and we were towed back to the FBO escorted by the Airport Operations truck. Upon arrival on the FBO ramp; we deplaned; shut down and the Captain reported the issues to our Company Personnel and in the App.Unknown; we hadn't had any other EICAS Alerts on the 3 previous legs. I believe we did everything according to SOPs and don't think that we could have done anything to prevent the issue.