2011 Harley-Davidson CVO First Rides

His insatiable thirst for life is only surpassed by his monthly fuel bill. Whether rocketing on land, flying through the air, or jumping the seas, our Associate Editor does it all and has the scars to prove it.

When it comes to cruiser-style motorcycles it doesn’t get much better than Harley-Davidson’s Custom Vehicle Operations (CVO) collection. These high-end, American-made street bikes blend boutique hardware, sophisticated electronics, and paint with an elevated degree of fit and finish. This gives the rider the best of both worlds: the exclusiveness of a one-off custom with the everyday reliability of a production motorcycle from a prestigious American factory.

For this coming year, Harley will continue to offer four CVO models to choose from, including three touring capable sleds and one unique crossbreed that blends the best of both the touring and boulevard cruising segments. A multitude of paint schemes give prospective owners up to 11 different flavors in which to experience premium CVO ownership.

Each CVO model uses an up-spec Screamin’ Eagle Twin Cam 110 V-Twin with 1803cc of power. This fuel-injected and air cooled motor is the largest-displacement engine produced by The Motor Company and is only available from the factory in CVO models. Power is augmented via a manual 6-speed Cruise Drive transmission and hydraulically assisted clutch with power being diverted to the rear tire through a belt final drive.

The engine is hung with rubber mounts to the steel frame to help isolate vibration. The three dedicated touring machines are all built around the recently redesigned single-spar steel frame and swingarm engineered to withstand the demands of fully loaded pavement pounding for tens of thousands of miles. This updated chassis is a tremendous improvement over pre-2009 model year H-D touring bikes and allows these machines to be ridden with far more control at an elevated street pace.

Suspension consists of a conventional fork and twin rear shocks. (The Electra Glide and Road Glide offer air adjustment). Each CVO rolls on Dunlop’s latest Multi-Tread dual-compound tires which offer a softer, stickier rubber compound on the edges of the tire for use during cornering and a more durable compound at the tire’s center for straight-line touring. This gives the rider enhanced traction in the corner without compromising tread life.

In the electronics department each CVO benefits from an anti-lock braking system (ABS) used on each of the three hydraulically controlled disc brakes (two at the front, one at the rear). Each bike also features electronic cruise control and an integrated iPod compatible audio system (complete with a custom-etched iPod nano, except for the Electra Glide Classic). Further electronic goodies come in the form of key-less ignition and a security system with an integrated siren.

All CVO models feature brilliant paint, color-matched components and expert craftsmanship that is on par with the best motorcycles being produced in Europe and Japan. A plethora of chrome accessories straight from the pages of the Harley-Davidson Genuine Motor Accessories catalog are also liberally applied. Each bike also rolls on a unique, eye-catching set of wheels. CVO models are backed by a two year, unlimited mileage warranty.

source: http://www.motorcycle-usa.com/113/7534/Motorcycle-Article/2011-Harley-Davidson-CVO-First-Rides.aspx

2011 Harley-Davidson Sportster SuperLow

How Low can you go?

The Sportster SuperLow is just one of six 2011 Harley-Davidson models we can now tell you about. A new Road Glide Ultra also joins H-D’s OE lineup, plus a quartet of high-end CVO models we’ve already ridden. The Road Glide Ultra is new to the CVO stable, joined by returning teammates Ultra Classic Electra Glide, the popular Street Glide, and the versatile Softail Convertible. Riding impressions of each will follow in the coming days and weeks. -Ed.

Harley-Davidson’s top-selling entry-level bike, the XL883L Low, just got better. In fact, it’s so improved that you might say that this “Shortster” has reached new heights in terms of ride comfort and stability for new and experienced riders.

Here’s the deal: Harley gave the Low a complete makeover for 2011 to improve its suspension for a softer, more compliant ride, while maintaining the low seat height of 25.3 inches – same as on the 2010 edition. But the new model’s chassis is so improved that the revised bike deserves a new name. Enter the SuperLow for 2011.

Visually, the SuperLow appears to be pretty much the same low-to-the-ground model that’s become a favorite these past few years among first-time Harley buyers and women riders. Now here’s the catch: in reality the SuperLow is an all-new model that’s only based on the low-rider theme. In truth, the SuperLow checks in with new suspension calibrations front and rear, new wheel and tires sizes, new fork and gas tank, even a new and better-padded solo seat.

“It’s really a whole-new bike for us,” says project manager Greg Falkner. The result is an entry-level bike that performs so well that SuperLow owners may want to keep their bike even after they gain more experience and confidence in the saddle.

“This bike should continue to suit them as they gain more riding experience,” touts Falkner. In short, this low-riding bike is more than just a beginner’s motorcycle, a stigma that, in the past, has haunted the 883L Low. The SuperLow is a bona fide bike that should appeal to riders of all skill levels, especially those with short inseams.

So how did Harley retain the low seat height while improving the ride? “We made more room under the rear fender for more wheel travel,” explains Falkner. Look at the specifications and you’ll see what he’s talking about. Even though the rear wheel diameter was increased from 16 to 17 inches, wrapping the new five-spoke wheel with a low-profile Michelin radial tire helped reduce overall height. This reduced rear tire height allows for more wheel travel under the fender, so the engineers were able to develop a set of longer-travel shock absorbers (about 5/8-inch longer than the Low’s) for the SuperLow. The new shocks also have recalibrated damping rates to help smooth the ride. You’ll especially feel the difference on the compression stroke where the new shocks and springs do a much better job of soaking up the bumps.

The engineers relocated the ECM (electronic control module), too, moving it from beneath the seat to the steering head. The vacant space made way for more padding in the seat itself, in turn elevating rider comfort, but not the rider. You’ll notice the difference right away, and appreciate it even more after riding a few miles down the road.

There are some subtle improvements up front, and much of the technology was gleaned from the XR1200 model. Foremost, the wheel diameter was reduced from 19 to 18 inches, and a Michelin radial used there, too. The fork legs have slightly recalibrated settings, so the springs are less apt to bottom under normal riding conditions. Wider triple trees spread the legs ever so slightly for the new lighter-weight wheel, in the process giving the bike a more masculine appearance plus more lock-to-lock rotation.

In addition, the new triple trees slightly altered the steering angle and trail to maintain the neutral turn-in attitude found on all Sportsters. H-D engineers describe this as “intuitive handling,” meaning that the bike responds to rider input in an almost programmed manner. That’s especially important considering the SuperLow’s primary audience of newer, less-experienced riders.

A more compliant ride isn’t worth much if the bike’s ergonomics aren’t suited for the rider. And so, for 2011 the SuperLow checks in with more handlebar rise. Think of it as a mini ape-hanger, a trend that’s especially fashionable among the cruiser-bike crowd these days. Your arms maintain a relaxed stretch when reaching to the small-diameter handgrips, and the new seat is placed slightly rearward on the frame so there’s more legroom available when placing your boots on the mid-controls.

The relocated seat also makes room for the SuperLow’s new gas tank, the larger 4.5-gallon fuel cell that originated with the 2004 XL1200C Custom. The new tank (the Low relied on the old peanut-style 3.3-gallon tank) helps lower the bike’s silhouette, yet stretches riding range. Cruising at 65-70 mph delivers up to 50 miles per gallon, so you can easily go 200 miles on a tank of gas.

Nothing was changed to the powertrain, so the SuperLow delivers the same response from its 883cc engine as found on the Low. After the ECM spools up the electronic fuel injection, give the electric-starter’s thumb button a soft push with your thumb. The motor fires right up, settling into a gentle idle. Click the five-speed transmission into first gear, release the easy-pull clutch lever, and the SuperLow motors purposely away.

A minor upgrade to the final-drive gearing helps transfer power in a smoother, more linear manner, too. The final-drive ratio is lower (the final-drive ratio number itself is higher) for easier, snappier acceleration. The goal was to allow the rider smoother throttle control at low speeds, especially when putting through parking lots and such. As a bonus, roll-on power in the mid-rpm range is also slightly more responsive to the rider’s commands.

But the big news about the SuperLow is in how it delivers a more compliant ride for such a low-riding motorcycle. Compared to the Low that it replaces, the SuperLow glides over most bumps, potholes and frost-heave joints with ease. The radial tires also enhance its steady road manners even more.

Despite these improvements, you always need to keep in mind that the improvements can help a bike only so much. The abbreviated suspension eventually bottoms out sooner than you’d like. And, as with any low-riding motorcycle, there’s minimal cornering clearance. In terms of the SuperLow, the footpegs and the lower right-side muffler have a tendency to rub asphalt when bending the bike too far into a turn. (Our biggest complaint when we compared the Low to a Honda Shadow RS in this shootout.)

Otherwise, owners will be rewarded with a bike that’s easy to ride, measurably comfortable and stylish to boot.

source:  http://www.motorcycle.com/manufacturer/harley-davidson/2011-harleydavidson-sportster-superlow-89807.html

Harley-Davidson’s Modest New Line Still Gets Customers Fired Up

Harley-Davidson’s (HOG) 2011 line of motorcycles has everything you’d expect: contemporary custom-designed bikes (”customs”) drenched in chrome and dark retro-style bobbers (bikes with rear fender shortened or “bobbed”) and wicked new colors and graphics.

But there are some new twists to the storied brand, like a built-in iPod Nano; a suspended, heated, two-up seat with leather inserts; dual mufflers featuring new chrome billet end-caps with black spears; and new mirrors finished in chrome.

“Everybody looks forward to seeing what they come out with,” said Glenn Roberts, editor of Ontario-based Motorcycle Mojo magazine. “It seems like their new line is keeping with the trend of putting out a couple of new models and adding a bunch of modifications to existing lines and then giving them new names.”

Overall, the new line Harley introduced Tuesday is modest, with only three new models and a host of upgrades to its existing line. The Milwaukee, Wis.-based company’s Custom Vehicle Operation line, or CVO, is offering new, limited production motorcycles for next year.

Hog Sales Still Slow

The base prices on the new lineup of 2011 CVO Harleys range from $29,500 to $36,500, and the three new production models range in price from $7,999 to $12,799.

Given the soft economy, Harley has been more tentative in recent years with the introduction of new lines. The company’s stock slipped 65 cents, or 2% to close at $28.23 on Tuesday. In after-hours trading it dropped 2.5% more.

Sales are down this year, as they have been for the last three years. Last week, the company reported a $71 million profit, more than triple the same quarter last year. Harley has been saving money by squeezing its operations. It announced plans to cut up to 1,600 jobs by the end of next year. Last year, Harley cut 2,000 jobs, or a fifth of its workforce.

“Our focus on continuous improvement goes beyond simply reducing costs,” said CEO Keith Wandell. “It extends to our ability to deliver the right bikes to the right markets at the right time.”

What About That New Engine?

The three new models add to the existing line of 32 motorcycles. The new line includes the SuperLow, a bike that’s designed for new riders.

Motorcycle blogs were on fire Tuesday following the announcement, focusing on the four limited-production motorcycles. Particularly notable is the custom fuel-injected Screamin’ Eagle Twin Cam 110 V-Twin, the largest-displacement engine ever produced by Harley-Davidson.

Production of this motorcycle will be limited to 3,000 units, and the model has a suggested retail price of $35,999. It comes in three custom color schemes: Rio red and black ember with quartzite graphics; charcoal slate and black twilight with quartzite graphics; and frosted ivory and vintage gold with quartzite graphics.

source: http://www.dailyfinance.com/story/harley-davidsons-modest-new-line-still-gets-customers-fired-up/19570926/

2010 Honda Fury Review

A chopper from Honda?

There’s irony in the fact that Honda, the “nicest people” company, is now building what in our modern vernacular is a chopper, a genre previously associated with ne’er-do-wells, tattoos and hard living.

Honda is known globally as an engineering powerhouse whose R&D efforts are second to none in the motorcycle world. But a chopper-style motorcycle, with its extended wheelbase and raked-out front end, forces dynamic compromises not present in other classes of bikes.

So the question is: In a market segment with a heavy accent on form over function, can the 2010 Fury find the right balance? After a day of riding this outside-the-Honda-box creation, we can reply in the affirmative.

Millions of TV viewers have been exposed to the world of custom bikes via shows such as American Chopper and Biker Build Off, firing the imagination of those who reside in Middle America and speaking to an audience beyond the outlaw biker crowd typically associated with so-called choppers. The Fury presents an opportunity for Joe Six-Pack to enter this rebel genre backed by a highly reputable company.

If you’ve read our report from the Fury’s sneak preview, you already know the stretched, flowing design is an eyeball popper and quite a departure from the normally conservative Honda. This sleek beauty gives appreciative eyes dozens of areas to ogle.

You already know if the Fury’s design appeals to your taste buds, but we’re now able to share with you how the bike works as a vehicle in motion. We spent a day cruising around the Pacific Coast in northern San Diego County, putting the Fury to the test in a variety of cruiser-type environments.

Straddling the Fury for the first time, a rider is greeted by surprisingly hospitable ergonomics. My 5-foot-8 bod appreciated the modest reach to the handlebars and the secure footing provided by the low 26.7-inch seat height. Amazingly, the ergos were also well-received by the 6-foot-5 Barry Winfield, another journo on our ride. He praised the Fury for having “one of the better cruiser riding positions” and liked its well-padded seat.

Fuel-injection ensures immediate ignition, and the rumbling lope of the 52-degree V-Twin pleasantly shakes a rider; dual counterbalancers keep vibes from becoming objectionable. The 2-into-1-into-2 exhaust produces an appropriately butch note, louder and meatier than the three carbureted bikes in the VTX1300 series which use a similar motor.

One of the Fury’s big tests comes early – maneuvering such an elongated bike around the confines of a small parking lot can cause some anxious moments on some choppers, as they are often afflicted with unexpected responses at low speeds. But Big Red’s chopper is remarkably balanced and agile for a bike with the longest wheelbase (71.2 inches) of any Honda ever created. A moderately fat 200mm rear tire doesn’t make the bike reluctant to turn like a silly-fat tire does, and the bike exhibits nearly zero front-end flop that is present at low speeds on many other raked-out cruisers. Even feet-up, full-lock U-turns on a two-lane road don’t present much of a challenge.

Indeed, the Fury generally functions as a proper motorcycle. Clutch and shift efforts are quite light and smoothly operating, and the injected the 1312cc mill has immaculate throttle pickup. Being shaft-driven, a rider feels some jacking of the rear end under acceleration, but it’s only really noticeable when you’re riding like a jackass. I occasionally forgot to remember I was on a cruiser, thus I have this info.

Suspension is a good compromise of comfort and control, considering the dynamic compromises forced by the slammed look and low seat height. The hidden rear shock benefits from an easy-to-adjust hydraulic preload knob and rebound-damping screw concealed beneath the bike’s right-hand sidecover. Though the initial setting was fine for the 200-pounders in our group, it proved too stiff for my 145-lb weight. It took only about 20 seconds to back off two positions of preload, and the smooth ride I’d hoped for magically appeared.

In recent times, we’ve seen motorcycle engines pushing the 2-liter mark and beyond, and so the size queens out there might be underwhelmed by the Fury’s 80 cubic inches. And yet its moderate amount of power isn’t disappointing in this application – there was an era not long ago in which 1300cc was about as big as it got, and there’s plenty enough power on tap here to easily scoot away from cager traffic.

During the Fury’s gestation period, Honda had considered using the VTX1800 engine, but it presented many styling and packaging problems. Airbox and exhaust volumes need to be larger, as does the radiator. “The 1300 fits the personality of the bike,” Conte says, noting its single-pin crankshaft that provides a loping vibration which adds to the rumbly character. The VTX-18’s motor would’ve also added considerable weight to the project, currently a reasonable 663 lbs full of fluids and fuel.

Packaging is still a bit of a compromise with the 1300cc powerplant. The space for a rider’s right knee has to be negotiated with the large airbox and the rear cylinder’s offset position and its exhaust header. In stop-and-go traffic, the radiator’s fan will click on quietly buts sends only minimal heat toward the rider. The Fury’s horn is hidden neatly behind the shifter and footpeg.

A cruise up the freeway to our lunch stop gave us time to admire the Fury’s clean looking cockpit with an attractive but minimal gauge pack; the view is spoiled only by the mess created from the exposed throttle cables, brake lines and electrical wiring. Despite short stalks, the mirrors are quite useful and free from blurring. The fists-punching-the-wind handlebar position feels both aggressive and comfy, and the bike is happy enough bombing down I-5 at 80 mph.

A pair of disc brakes proved to be adequate for the Fury’s intended use. The front rotor, despite looking diminutive inside the large 21-inch front wheel, is a considerable 336mm in diameter. However, the lever needs a good squeeze in order for the twin-piston caliper to bite strongly. Adding input from the rear brake on a long-wheelbase bike like this significantly reduces stopping distances, and the Fury’s 296mm rear disc proves to be powerful while nicely resistant to locking.

Honda’s market research says customers want anti-lock brakes, so beginning this fall an ABS Fury will be available at a $1,000 premium. The system also includes Honda’s Combined Braking System of linked brakes, but the crossover happens solely through the rear-brake pedal; the hand lever applies only the front brake. If you like the ABS option, hopefully you also like the black Fury, as that’s the only color on ABS-equipped bikes.

Non-ABS Furys will be available this April in five colors, and we’re impressed by an MSRP that seems reasonable considering the bike’s dramatic styling: $12,999.

Unfortunately, this rational price tag comes at the cost of some componentry that is below the standard of high-end choppers that Honda draws comparisons to. Many of the bikes bearing Soichiro-san’s name have switchgear a step above its Japanese competitors, but not so here. The turnsignal switch borrowed from the VTX1300 series feels cheap in relation to the apparent high quality of the rest of the bike; the VTX1800s have a higher-end component that would’ve been a better choice. Also, the polished switchgear housings look dull next to the brightly shining chrome handlebar.

But the most glaring deficiency in the Fury’s finish quality are the sloppy welds visible on the exposed frame tubes around the steering head. Even the hammer-handed Teutels of American Chopper fame would’ve done a nicer job.

Where the Fury matches up with the typical custom-builder crowd is its regard for a passenger’s comfort. The Fury’s pillion saddle is either a disaster or devilishly clever; its rearward slope offers little resistance to sliding off under acceleration, forcing a passenger to hold on tightly to the rider. An optional backrest, part of several Fury accessories available at the time of launch, will be a prudent investment.

Some may baulk at Honda’s description of the Fury as “radical.” Sure it’s not mind-blowing in the way a $60K custom can be, but it’s worth noting that not even Harley-Davidson has produced a bike with a rake angle so stretched or a wheelbase as long. So let’s admit that, for the normally staid Honda, the Fury is radical.

And to get a radical chopper with Honda levels of quality for just $13K seems like quite a bargain. See you at Sturgis!

source: http://www.motorcycle.com/manufacturer/honda/2010-honda-fury-review-88030.html

Factory-sponsored Ducati and Moto Guzzi concepts

Three students from the European Design Institute of Turin have worked in partnership with Ducati and Moto Guzzi to create these concepts.

Simon Buonpensiere and Daniele Mazzon’s design is based on the Ducati Hypermotard and Emmanuel Baptism’s the Moto Guzzi Griso.

The partnerships were offered to the most talented students of the prestigious institute’s three-year postgraduate course in Transportation Design. That’s right, the most talented.

source:  http://www.motorcyclenews.com/MCN/News/newsresults/Customs–modified-bikes/2010/july/jul2210-factory-sponsored-ducati-and-moto-guzzi-concepts/

2010 Harley-Davidson FLTRX

Back for the twelfth time since its introduction in 1998, the 2010 Road Glide earns the Custom suffix, as Harley-Davidson’s engineers have decided to drop down the seat height to give the bike an even longer and lower look, in line with contemporary tastes.

To accomplish this styling goal, the rear suspension was shortened an inch, while the leading 18-inch Harley-Davidson Series Dunlop gets a lower-profile. The back end also gets a visual cleanup, and the final result is a bike that is truly striking, particularly in the retina-scorching Scarlet Red (though two flavors of black are available for those who prefer to ride something a bit more understated).

Conventional wisdom would indicate that a 63.5-inch wheelbase would be a bit ponderous around town, but that presumption is instantly disputed by reality. Thanks to the sub-30 inch seat height, low-profile front tire, frame-mounted fairing, and torquey Twin Cam 96 engine, the Road Glide Custom is remarkably agile, even in tight quarters and despite its running weight of over 800 pounds. There is no windshield to look for and the fairing, as dominating visually as it is to the off-bike observer, seems to disappear from the rider’s view.

It may seem like heresy to turn a tourer into an errand runner, but the Road Glide turns that mundane duty into something enjoyable. Hard-nylon bags with over two cubic feet of storage are ready to get you there in style and have the means to let you easily carry your plunder back home in a secure manner.

That relaxed in-town handling extends into the canyons. Although Harley lowered the Road Glide-rear wheel travel is a mere three inches-the Custom retains enough cornering clearance to satisfy the vast majority of its prospective customers. You will touch down sooner on the left than the right, though I only found the clearance to be an issue in tight corners with unexpected dips.

In normal riding, even when trying to make some time, there is plenty of available lean angle and scraping gives you ample time to reconsider your speed before something untoward happens. No surprise, the purpose-built Dunlops stick flawlessly, plus they have a harder center compound for longer life for those who spend most of their time properly vertical.

The iconic shark-snout fairing has an aggressively aerodynamic appearance, and the 1970s muscle-car style dual headlights have a new shroud this year, so things are looking good. On the fairing sit circular analog dials keeping you abreast of fuel (capacity is six gallons), air temperature, oil pressure and battery voltage. On the bars are larger twin displays for road and motor speed (along with a few discreet warning lights).

TDC on the fairing sits a digital entertainment system, which is a bit visually incongruous. MP3 players can be accommodated, but without the convenience of Bluetooth. Also, two spring-loaded compartments in the fairing are excellent for carrying cargo that needs quick and easy access. Yet, for all the square footage of the Road Glide Custom’s fairing, it doesn’t direct air in a way that you may find satisfactory.

When touring the Interstates or high-speed highways, the low-mounted fairing does present some challenges. At freeway speeds the rush of air is kept off the rider’s body, but the shape of the fairing and tiny Lexan wind deflector send that gust directly to the rider’s head and legs. The blast on your face is consistent, so you can adjust to it a bit.

My left leg had no problem with the wind, but my right leg, which is forced farther out into the constant gust by the air filter cover, was doing constant battle to stay on the generously sized floorboard. Eventually, I moved my foot back on the board to give it somewhere tranquil to rest, but this is a less-natural position and puts the brake pedal at a distance-happily, the double discs up front do a great job on their own. It is not a great compromise if you plan on hitting the Interstate for hours.

The wind issues are unfortunate, as the Road Glide Custom’s chassis and motor are ideal for the long haul. The highly rigid, single-spar backbone frame is extraordinarily stable in a straight line at any speed the Twin Cam 96 can attain, and your head can withstand. Unbalanced and bouncy at idle, it smoothes out beautifully at speed and the 2-into-1 exhaust is relaxingly quiet.

Harley’s 6-speed Cruise Drive transmission has an authentic overdrive that you won’t even want to access under 65 mph. At slower highway speeds, fifth is more appropriate to the engine speed. Harley also updated fifth gear with a helical cut for quieter operation; some had complained about a whine from the transmission last year.

Along with the aforementioned right leg wind issues, the reach to the stainless steel bars is a bit farther than I would like at 5′10″; six-footers won’t find a thing to complain about. The Street Glide-style seat is very comfortable for the rider, with adequate support for the lower back and thighs. Passengers will need to hold on tightly, as the narrow back half of the one-piece seat slopes down toward the rear. This will be fine around town; long-distance passengers will demand a new seat or a backrest, or both.

Unquestionably an all-day rider off the highways, suspect wind management is a blemish that defines the utility of the Harley-Davidson Road Glide Custom. It is a fantastic in-town bike and the motorcycle welcomes the open road, as long as that road keeps speeds under a mile a minute. If that is where you ride, the Road Glide Custom is an ideal companion.

source:  http://www.ultimatemotorcycling.com/2010-harley-davidson-fltrx-review

2010 Ducati Multistrada 1200 vs. BMW R1200GS

The German adventure-touring icon gets a sporty Italian rival

BMW’s rugged Twin, the GS (updated for 2010), is arguably still the juggernaut of the adventure-touring segment.

As some evidence of this, for the first half of 2010, BMW reports the GS outsold all other motorcycles worldwide in the 500cc or larger category. Furthermore, for the same period, the mighty GS led the charge in a 23.2% gain in bike sales volume for BMW.

Within BMW the GS also dominates. According to Pieter de Waal, vice president of BMW Motorrad USA, the GS accounts for upwards of 30% of total BMW bike sales around the Big Blue Marble.

The king is still on his global throne.

But in recent years other brands have made attempts to loosen the GS’ stranglehold over the on/off-road sector of motorcycling – KTM’s dirt bike-inspired 990 Adventure leaps to mind. However, not until this year has any brand attempted to match the German giant’s ever-growing array of electronic rider aids available on the GS.

The new Multistrada 1200, now powered by a retuned version of the liquid-cooled 1199cc L-Twin sourced from Ducati’s 1198 superbike, has not only gained heaps more power over the previous 1078cc air-cooled Multi, it brings a multitude of e-gizmos.

Although Ducati doesn’t tout the new ‘Strada as a conqueror of unforgiving backcountry, its MSRP(s), engine performance and rider-manageable electronics package are thinly veiled advances against the GS’s profound share of the A-T market.

A duel between the updated-for-2010 GS and new Multistrada seemed inevitable, so, that’s just what we did.

A battle of upscale gadgetry

We procured a GS ($14,950 base) with the optional Premium Package.

This top-shelf trim level includes extras such as heated grips, saddlebag mounts and BMW’s Integral ABS – which make up the Standard Package $16,400 – as well as Enduro ESA push-button suspension, on-board computer and hand guards. The Premium trim level pushes the GS’s price to $17,695.

BMW’s Enduro ESA adds six rider-selectable damping settings (tailored for off-road use) to the existing nine on-road damping settings from ESA found on BMW’s road-going bikes. Suspension preload settings (rider, rider/gear, rider/passenger for street, Minimum/Maximum Reserves for off-road) combine with damping settings to create a grand total of 15 possible suspension settings.

It bears noting that only the damping selections are switchable on the fly. Additionally, in order to toggle between on-road and off-road damping choices, as well as for preload choices, the GS must be at a complete stop with the engine running.

BMW’s ABS also requires the bike be at standstill before the rider disables or enables the system.

BMW has its own traction control system called ASC (also disabled by the push of a button), but none of the test units available to the press at the time we requested a GS had the system installed.

Our GS also came equipped with optional spoke wheels ($950) and centerstand ($240). To highlight the GS’s touring capabilities we opted for a set of BMW-branded Vario sidecases ringing in at $466.95 per side.

All totaled, with BMW’s $495 destination charge factored in, the GS retails for $20,313.90.

That’s a steep entry fee by most standards, but when compared to the Multistrada S models, the Beemer comes in as the less expensive bike. Wow. How often does that happen?

Although ABS is a $1500 option on the$14,495 base Multistrada, Ducati’s traction control system with eight levels of intervention, as well as four fuel mapping selections (Sport, Touring, Urban, Enduro), are part and parcel on the entry level Multi.

Sport mode unleashes the full potency of the 1199cc Twin, which churned out 128.7 peak hp at 9250 rpm and 78.6 ft-lbs at 7500 rpm when we ran it on dyno at Gene Thomason Racing (310-704-4544) in Torrance, Calif. Touring mode allows the same peak power, but with a softer delivery. Urban and Enduro modes clip power significantly by limiting throttle openings to 60%.

No big shocker here, but the BMW’s peak ponies fall a fair bit short of the Duc’s.

Still, the GS’s 88.2 hp at 7500rpm provides plenty of poke to get the big traillie down the road briskly. And it’ll cruise the interstate all day long at an indicated 90 mph.  The GS’s 68.6 ft-lbs at 6750 rpm torque reading isn’t exactly on par with Multi, but the Beemer produces the lion’s share of its torque early in the rpm range (48.0 ft-lbs by 2000 rpm). And it’s able to keep within a couple ft-lbs of the Duc’s torque output until 5K-ish rpm where the Ducati starts to edge away.

Like the flagship 1198 superbike and hooligan-maker Streetfighter, an up spec S model is available for the Multi, too.

The Multistrada S Sport features various carbon fiber covers and trim pieces, while the S Touring model forgoes exotic carbon in favor saddlebags, heated grips and a centerstand. But the most impressive and distinctive feature on the S models is the use of Ohlins TTX electronic suspension.

On the S models, fuel-mapping selections are tied to DTC as well as the electronic suspension to create a series of turnkey settings. For example, in Sport mode the engine’s full power is unbridled, suspension damping is firmer and DTC is set to level 4.

Adding further to the Duc-e-wizardry, a rider can choose from four different load scenarios (rider, rider w/gear, etc) for the suspension compared to three on the BMW. These load settings – indicated by lil’ helmet and luggage icons – compensate for added weight by screwing down spring preload.

The mapping modes and suspension load changes on the MTS can take place while blitzing along at speed, if you wish. Depending on your needs, the Duc’s on-the-fly adjustments may be perceived as a distinct advantage over the GS’ system. Yet, the GS’s engine is quite manageable and user-friendly, so there doesn’t seem a genuine need to grace it with selectable mapping.

ABS on the MTS can be disabled entirely, as can DTC. Also, DTC allows for level selection (1 for least intrusive, 8 is most intrusive) independent of presets programmed into the system.

Our Multi test mule was an S Sport; and with accessory saddlebags ($849 per pair) it tallied up a $20,844 price tag.

Two guys after the same girl

The intended target for both scoots is the “adventure” rider. But we’d (ad)venture a guess that most Multis and GSs sold see a fair bit more pavement than boulder-strewn creek beds.

Cutting to the chase, the Multistrada is Master of the Road.

At risk of overstating the obvious, the Ducati and its nearly 130 horses sprint away from the GS with little effort. To us the Multistrada is more like a Streetfighter with long travel suspension, a windshield and bodywork. It’ll dive into corners, rail ‘round them, and then use its prodigious-for-an-adventure-bike power to squirt out the other side.

The GS’s Boxer Twin, although peppy in its own right, feels more as if it’s building a head of steam when compared to the Multi’s race-bred powerplant.

Perhaps, though, that’s an oversimplification of the venerable Boxer. Peak power on the BMW is essentially the same as on the previous 1200cc model, but new cylinder heads sourced from the HP2 Sport help the big A-T bike make significant gains in midrange power compared to the previous GS.

The Beemer will easily loft the front skyward in second, and occasionally in third gear, with a little flip of the clutch and a boost from the twist grip. Get into the throttle aggressively from low rpm and the hottest Boxer yet to power a GS accelerates quickly. And by quickly, we mean genuinely quickly, not quickly-for-a-GS quick.

Also, the BMW’s exhaust is surprisingly throaty for, well, a BMW, and it makes a cool burble and pop on engine overrun. I preferred the GS’s note to the Duc’s.

For a bike like the GS, with its proclivities for serious off-road stints, excellent throttle response at low rpm is as important as outright peak power and torque.

Despite the BMW’s physical size, the combination of good fueling, reassuring low-speed handling manners and engine flywheel effect give the GS a nimbleness for picking around, over or through technical terrain merely by modulating the clutch, throttle or front brake as needed.

The Ducati isn’t quite as adroit at low speeds, and a slightly grabby clutch doesn’t help. Also, although the Testastrett 11’s low-rpm throttle response is markedly improved over the 1198, it still isn’t as refined as the GS in this area.

“I noticed a slight surging sensation at steady throttle on the Multi,” Duke reports. “I didn’t notice that condition when I rode it at the bike’s launch in Europe.”

It turns out that American Multis are equipped with a fuel map significantly different from the Euro bikes to run on our particular gasoline formulas. Ducati North America is aware of the situation and sent us the following message.

“The Ducati Service department has been informed of this occurring and is looking into them on a case-by-case basis,” says a Ducati rep. “They are currently providing feedback to the factory in Italy in order to see what might be possible in terms of a software solution.”

As noted in the What We Rode sidebar, the Duc spins tires fitted in sportbike size dimensions. If the Pirelli’s weren’t sticky enough (which they are!) for a rider’s tastes, then he or she could simply pick from an array of gooey rubber meant for literbikes.

Despite the Ducati’s nominally milder geometry compared to the BMW, the Duc’s smaller diameter front wheel, lighter wet weight and conventional telescopic fork contribute to its quicker feeling steering.

More energy is required of the rider to change direction on the GS, and its longer travel suspension makes it feel lumbering at times. Additionally, the GS doesn’t inspire its rider to run it in hard and turn at the last possible minute. That’s the realm of the sportbike-on-stilts Multi.

The GS never caught us off guard when riding fast on road – the front will stick if you keep turning – but front-end feedback from the GS’s Telelever suspension is a tad vague when compared to the Ducati’s accurate and responsive chassis performance.

The Multistrada, as guest tester Tom “T.Rod” Roderick says, is “ready to go fast – now!”

Radial-mount Brembo binders matched with ABS make for a sublime brake package, and dare we say, what we’ve come to expect from Ducati. The Multi’s brakes, thankfully, aren’t as grabby as those on the Streetfighter or 1198.

A bike – Ducati or otherwise – with this set-up has a way of putting you at ease. It’s as if your mind makes a subconscious comment: “Ah, OK. It’s got some of the best brakes in the biz. Everything’s gonna be alright.”

But as well as the Multi’s brakes work, so do the BMW’s, and they’re not at all trick – you could almost say they look dated in this day and age of radial-mount brakes. The Beemer’s binders don’t telegraph the same levels of feel the Ducati’s Brembo’s do, and the GS’s ABS transmits more pressure feedback at both the lever and brake pedal, whereas the Ducati’s ABS is subtler.

However, BMW’s integrated front to rear brake system (similar to the premise in Honda’s Combined Brake System) provides tremendous stopping force, rivaling brakes on higher performance motorcycles. Squeeze the GS’ brake lever and the sensation is one of a 10-ton press clamping the rotors.

This is an area where the Beemer’s Telelever front-end aids the bike, as by its design it does a great job of reducing front-end dive. With reduced front suspension dive, braking efficiency is improved.

Both machines are mile eaters, consuming bland mile after bland mile on the Super Slab with supple suspension making distances between stops more palatable. Wind protection is sufficient on each motorcycle, with minimal buffeting from the Ducati’s narrower screen. The Beemer’s wide screen works well in its highest/most forward position, but in its lowest setting there’s noticeable buffeting at freeway pace.

The GS’s ergos are, in a word, roomy. Reach to the one-piece bar is easy, there’s ample legroom, and the spacious seat allows plenty of room to move around. A potential nit to pick for those with ultra long legs could be the cylinder heads’ closeness to kneecaps or shins. Otherwise, the GS has a comfortable layout, and the Boxer engine drones along smoothly.

T.Rod found seating positions similar on each bike, characterizing the rider’s upright and back straight posture as “very enduroesque.” He also felt the Ducati’s seat was broader but “not as comfortable as the BMW’s softer saddle.”

Where the BMW provides a capacious rider environment, the Ducati’s cockpit feels as though it was custom made for riders in the 5 feet, 7 inch to 6-feet tall range. It felt compact – but not necessarily tight – compared to the airy GS, especially with the optional low accessory seat.

Reach to the Multi’s handlebar is even easier than on the GS; the Duc’s grips fall naturally to hand. And the step in the saddle holds the rider perfectly in place when the throttle is cranked, sending the MTS on its way in rapid fashion.

Hopping off the GS and onto the Multi you’d swear the BMW’s instrument cluster feels a mile away compared to the in-your-face placement of the Ducati’s large LCD panel.

Also in your face on the Multi is its manually adjusted windscreen when set to its highest position. The screen’s proximity to the rider isn’t a genuine drawback or deal breaker by any means, especially for paved-road riding.

However, when standing on the footpegs as you’re apt to do during an off-road-ish excursion, the Duc’s compact cockpit makes it easier for the rider to kiss the top of the windscreen as the front-end dives and then rises again while traversing uneven ground. The BMW’s screen is further from the rider, and therefore helps mitigate the chances of banging your helmet’s chin bar (or worse!) on the top edge of the screen.

The Ducati’s large, all-LCD readout is loaded with dizzying amounts of data – most of it displayed all at once. It’s like the futuristic dash of a concept car. Toggling through the various displays via handlebar switches at first is daunting, but it gets easier with more miles in the saddle.

The BMW’s basic analog speedo and tach, and small-by-comparison LCD panel, is more like the dash in a classic muscle rod at the local car show. The Beemer’s simpler cluster is easier to take in at a glance, but in order to get all the data offered in its LCD a rider has to scroll via the Info button on the left-side switchgear.

The Ducati is as much about style as it is performance, and the GS is a classic illustration of function over form. This pattern follows to each bike’s hard luggage.

The Multistrada’s saddlebags complement the bike’s overall style, but in order to close them they must be locked, and the latch system requires a little finessing in order to ensure the lid is properly shut. Also, the bags seem a bit of an afterthought from Ducati.

The right-side bag suffers serious loss of volume since a large area of the bag is carved away, as if it were accommodating a high-mount exhaust. Yet the Multi’s stubby exhaust exits just behind the right passenger peg. Turns out, the cutout is there to allow hot exhaust to blow past the bag without melting plastic.

We’re not engineers, but seems like there could’ve been a better design for the exhaust that allows more useable area in the saddlebag. After all, these bikes will likely see lots of sport-touring miles.

The Beemer’s high-mount exhaust definitely impedes full storage capacity of the left-side Vario case, but a mechanical lever inside the case expands the bag outward in order to make up for some of the loss. However, the full capacity right-side bag extends in the same manner. So, cumulatively you gain back a lot of the room lost in the left bag.

Also, the GS’s bags open with the simple push of a button rather than using a key; and they close weather-tight with a soft fumpf. And like Tom noted, they look tougher than Ducati’s boxes.

“If taken off-road, the stylized Duc bags will get scratched and damaged long before the utilitarian BMW luggage,” opined T.Rod. He also made a similar keen observation about the Ducati’s LED turn signal-integrated hand guards suffering more costly repairs if damaged when compared to the GS’s basic but functional hand protection.

A jack-of-all-trades, master of none versus a master of the road

The new Multistrada retains the road-carving DNA of its Ducati superbike brethren. And a class win along with a stellar second-place finish overall in the motorcycle division at this year’s Pikes Peak International Hill Climb speaks volumes of the Multi’s abilities. But Pikes Peak ain’t no Paris-Dakar.

Ducati’s attempt to snatch away market share from BMW in the on-road/off-road segment with the Multistrada 1200 could prove highly successful given what we suspect (and mentioned earlier) is the Adventure-Touring customer’s inclination to keep most adventures of the paved variety.

However, this also presumes consumers will honestly assess where they spend the majority of their two-wheeled miles.

A sportbike rider will find the Multistrada a familiar beast and entirely at home stitching together curve after curve. But if a prospective Multistrada buyer fantasizes about exiting the freeway at No Man’s Land then crossing sandy ravines and effortlessly running over hill and dale on this Italian stallion, they’re fantasizing about the GS but just haven’t realized it yet.

When the trail isn’t paved, the GS excels in every way.

“Even though Ducati has softened the response from the gnarly 1198 mill, the Multi can’t come close to equaling the Beemer’s wonderfully fluid throttle,” Duke comments. “And although the Duc has decent ground clearance, an unseen rock could easily take out the V-Twin’s lightly protected forward exhaust pipe and perhaps even the engine sump. Keep in mind that the “Enduro” mode won’t let you race an enduro!”

The R1200GS will usually be just a headlight in the Multistrada’s mirror when the day’s route is entirely paved. The Beemer rider will work much harder to keep the Ducati’s on-road pace (unless ridden by some GS uber stud, of which there are many).

But the GS also has 30 years of go anywhere, do anything refinement. So then, on the surface the BMW appears the better value overall in light of its ability to serve a wider selection of consumers. But assigning value is often a subjective process.

The inclusion of rider-selectable engine performance on the Ducati, along with more on-the-fly electronic adjustment capability than the BMW, the Multistrada seems the first bike to have outdone the GS – and therefore BMW – at its own game.

“Use of the same buttons for multiple functions can be aggravating at first,” said Tom of the Ducati’s sometimes-complex electronic hoops, “but the ability to adjust settings on the fly is technology I can get behind.”

But if you’re not in a big hurry most of the time, perhaps pulling to the side of the road in order to push a few buttons on the GS isn’t perceived as a drawback.

“And if you intend your paths to cross any significant off-road sections,” declares Duke, “the GS is much preferable in that environment. This is the clear distinction between this pair of two-wheel SUVs. The Duc is a Porsche Cayenne to the BMW’s Hummer.”

What we suspected from the beginning only became more obvious in the end. “Neither one of these bikes is superior to the other,” says T.Rod wrapping up his thoughts on this Swiss Army Bike battle.

All you have to do now is figure where you want go and how you’ll get there, and then choose your weapon. Once you pick either the Multi or GS, you’ll have selected the winner.

source:  http://www.motorcycle.com/shoot-outs/2010-ducati-multistrada-1200-vs-bmw-r1200gs-89797.html

Ducati 848 replaced with 140bhp EVO

Ducati has replaced its 848 middleweight with the new 848 EVO – at 140bhp the most powerful supersport bike it has ever produced. The power hike comes from an overhauled engine and it’s contained by better brakes and a steering damper for the first time.

Other updates include new cylinder heads with revised port shapes, new cams with revised timing, a new piston crown shape, higher compression, larger throttle bodies and two lambda probes. The tweaks see the engine outperforming even BMW’s S1000RR according to the engineer’s standard measure of engine performance – bhp/litre/1000rpm. Weight remains the same at 168kg claimed.

A new paintscheme will be offered alongside the traditional colours of red with a red frame and black wheels. It’s called ‘dark stealth’ and features a ‘racing black’ frame and black wheels.

The 848 EVO’s tuned Testastretta Evoluzione engine produces 140hp at 10,500rpm and 72.3lb-ft of torque at 9,750rpm – an extraordinary set of stats for the capacity.

source:  http://www.motorcyclenews.com/MCN/News/newsresults/New-bikes/2010/July/jul2010-ducati-848-evo/

Stoner: “It will be very tight”

After qualifying in second position in a close session at Sachsenring the Ducati Team rider believes Sunday’s race will be a similarly tense affair.

Casey Stoner will be aiming to turn his sixth front-row start of the season into a first victory of 2010 at the eni Motorrad Grand Prix Deutschland on Sunday, after qualifying second in a closely matched session at Sachsenring.

The Australian was happy with the overall performance of his factory Desmosedici GP10 on Saturday, and was only 0.024s off pole holder Jorge Lorenzo’s time of 1’21.817 as he lapped consistently in the 1’22” region.

“Everything seemed to go pretty well, we were just slowly working on the set-up and trying to get the harder tyre to work, because if the conditions are hot tomorrow we’re going to need them. In general our bike seems to be working pretty well,” said Stoner.

“We would have liked to have been on pole position, I think I would have been fast enough but unfortunately I got held up and wasn’t able to do the job. So we’ll just have to see tomorrow.”

At just over a tenth faster than Dani Pedrosa who was third and also consistent with his pace, Stoner believes the closeness will be replicated in the race.

“Looking at the lap times, myself, Jorge and Dani are all running very consistently and very similar lap times,” he explained. “We don’t really know what to expect, we will have to do our job and our best, but looking at the lap times things are going to be very tight.”

source:  http://www.motogp.com/en/news/2010/Stoner+on+qualifying+result

2011 Brammo Empulse Preview

A paradigm shift in e-bike performance and price

Hold onto your hats! Here comes what could be the most viable series of electric sportbikes to date.

Crediting his company’s use of newly-designed proprietary batteries yielding significantly increased energy density, Brammo’s founder Craig Bramscher announced today that its “game changing” 100 mph-plus “Empulse” streetfighter will be more than evolutionary, and is in his view, “revolutionary.”

The solo-rider machine is projected for customer delivery during the first quarter of 2011, and will come in three 88.8-volt (nominal) iterations. The Empulse 6.0, with its 6.0-kilowatt-hour (kWh) lithium-ion battery will provide an estimated 60-mile range, the Empulse 8.0, with 8.0-kWh battery will serve up 80 miles, and the Empulse 10.0 will – you guessed it – deliver that magic 100-mile range on a single charge to its 10.0-kWh battery.

All three versions of the Empulse “trio” will share the same 56.25-inch wheelbase rolling platform. A liquid-cooled, brushless AC motor powers the range, putting out an estimated 50 hp and 59 ft-lbs torque.

The bikes’ power, speed, and range estimates are based on performance now being offered by a running prototype (pictured and in video).

The three production versions have estimated curb weights of 370 lbs for the 6.0, 390 lbs for the 8.0, and 410 lbs for the 10.0, Bramscher said. The higher-performance bikes will weigh more because they will carry more fuel – that is, more battery power – and they are to be priced in order of performance at $9,995, $11,995, and $13,995.

To give some perspective to the Empulse, the much heavier and far more costly Lightning TTXGP racer currently leading the series utilizes 11.0 kWh batteries, although its AC Induction motor is much more powerful. The 6- to 10-kWh span of the street-going Empulse series is otherwise within range of most purpose-built electric racebikes, and could fill the bill for people Brammo says are ready and waiting.

According to Bramscher, the Empulse series was developed in response to feedback from Brammo’s small but growing core of raving fans.

“We have had hundreds of folks ride the Enertia, and the overall view is ‘Love it,’ but about 70% of the test riders have said, ‘More miles’ and about 30% said ‘More speed,’ Bramscher told us via e-mail. “So the Empulse is the result of listening to customers. They wanted 60-mile average range, so we are giving them that, but also 80-mile and 100-mile, so if our surveys and feedback are an indicator, we now move from a cool idea whose time is coming, to a Great (sic) idea whose time is NOW!”

Bramscher has already made millions in past business ventures and is not known to over-hype his products. Although we have not seen or ridden the Empulse, if what he says is true, it may very well send other aspiring electric sportbike makers back to their CAD programs.

To this speculation, Bramscher only said: “I have no idea what they are working on, but this should be a fun few years! Our biggest challenge is not if we can do it, but if we can pull off this much value and this much cutting edge for this little money. I am betting the ranch we can.”

Energy Density

The key to the Empulse is increased power-to-battery-weight. Whereas Brammo’s 324-lb, $7,995 Enertia may only travel 40 miles with its 3.2-kWh Valence-branded batteries, the Empulse utilizes “Brammo Power™ batteries of our own breakthrough design,” Bramscher said while declining to name the vendor and saying he does not know if they will be used in any other EVs.

“These are much higher energy density than the Enertia Powercycle,” Bramscher says, adding that lessons learned from Brammo’s racebike that took third place in the Pro class at the inaugural Isle of Man TTXGP in 2009 are being applied to the production machine.

“This bike is definitely influenced by last year’s bike, where many of the innovations were born,” Bramscher says.

Range

If there is any area where hype might be suggested by critics of electric motorcycles, it’s in the area of how far an e-bike can go on a charge.

To be fair, e-bike range estimates are similar to the way estimates are given by manufacturers of gasoline-powered bikes when they claim EPA economy figures based on sedate speeds. For example, a literbike’s mileage isn’t estimated for when it’s traveling 186 mph. In like manner, e-bikes only deliver peak range at speeds well under their maximum.

But to further clarify what is realistic to anticipate from the Empulse, we asked Bramscher to elaborate on its projected travel distance per charge.

“These are average riding ranges under normal use with an average sized rider,” Bramscher said, presumably referring to the Empulse 10.0, “We have seen big swings in range based on conditions, so you might see 80-mile range and you might see 150-mile range, depending on riding.”

However, the Empulse is to be a sportbike. Won’t riders want to ride from home, hit some twisties, and get back? Under a free throttle hand, we asked what can we expect?

“Come see an Empulse race at Laguna Seca to see how far they can go at WOT!” Bramscher said of the Brammo Empulse RR to be raced July 24 in the FIM e-Power competition at the 2010 Red Bull Grand Prix, Mazda Raceway Laguna Seca. “We will do a bunch of rides and record the data and reveal to the public, but this smashes the range anxiety barrier!”

Specs

Having no transmission in the Empulse – and none known to be in the works by Brammo for the time being – its single-speed powertrain will be simple but not unsophisticated.

n addition to proprietary batteries and a more powerful motor than used in the Enertia, the Empulse will be the first liquid-cooled production electric motorcycle. And if a few “firsts” are not enough, a Brammo press release boasts the Empulse will see “the first application of Brammo’s innovative Brammo Digital Drivetrain™ … and Brammo Power™ vehicle management system.”

These exhaustively complex electronics will push a rolling chassis that – like the Enertia’s – will be high quality and utilizing known good-quality components, but not absolutely top-shelf like components spec’d for other proposed electric sportbikes, including the exorbitantly priced Mission One Superbike and the pricey Roehr eSuperbikeRR.

The Empule’s alloy perimeter frame will be suspended by an inverted fork, which Bramscher declined to name for the production version, and a monoshock – possibly an Elka nitrogen-charged unit, as this brand is already used on the Enertia and seen on the prototype as well.

Wheel and tire sizes are also unspecified, but will likely be 17-inchers shod with sufficiently wide sport rubber – possibly Avon brand – as found on the Enertia, and hinted at by the sticker on the prototype.

Brakes are to be Brembo front and rear – not the Nissin units shown on the prototype –and likely will have braided stainless-steel lines like the Enertia has.

As can be seen, many parts are made just for this bike thanks to sufficient funding from venture capital plus Bramscher’s own investment.

We have no details on the cooling system other than the rather small radiator pictured is said to be sufficient, and traditional water/coolant mixture will flow from a water pump to the motor and possibly other electrical components.

Bramscher said the naked streetfighter look was chosen as a response to customer requests, adding that later models could be faired. ABS is also an option the company could offer some time in the future.

The bike is limited by the motor controller, so it is unable to wheelie, Bramscher said, but otherwise has more than enough power to do it – enterprising e-hotrodders, take note.

From design to delivery

Bramscher said the Empulse was conceived and developed in approximately “one year, part time, five months full time,” and it will take several more months to homologate for the street, complete required “paperwork,” and select final component specifications.

Brammo is accepting orders as of today and has plans to sell through dealers across the U.S., in the U.K., and Asia, Bramscher said – and is putting out invitations for more qualified dealers to sign on.

Customer orders will be filled first-come, first-served, and Brammo will ask for a refundable deposit once a customer’s Empulse is within 90 days of delivery.

Conclusion

While other electric “superbikes” might be capable of higher speeds (and have yet to reach production form), the 100-mph-plus Empulse looks like a positive bargain by comparison, being priced thousands less than any known competitor.

Frankly, it could be said that “high performance” and “electric” have previously been mutually exclusive terms, except for elite creations catering to those with deep-pockets and desire to satisfy an itch that nothing else can scratch.

And to be even more blunt, we have found it a bit tough to understand how uber-expensive emerging technology would be pitched to the elite, when all too soon, it could become obsolete.

As we’ve stated before, e-bike viability for the rest of us depends on increasing battery energy density, and the smart use thereof – a fact Brammo seems to fully understand.

Its potential viability could become even more apparent when cost of ownership and maintenance are compared between e-bikes vs. petrol-powered bikes.

Given also that government incentives could salve the sting from the Empulse’s higher-than-gasoline-powered bikes prices – we think it could indeed be “game changing” if it lives up to its billing.

Bramscher says in bold terms that this bike will be revelatory. When we told him we can’t wait to try it, he replied, “It is just amazing. Cannot wait for you to either!”

First off, we’ll be curious to see how much faster than 100 mph it will go. If we can hop on the pre-production prototype, we will, and either way, we’ll let you know what’s what as soon as we possibly can.

source:  http://www.motorcycle.com/manufacturer/2011-brammo-empulse-preview-89773.html

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