Honda has filed a patent that indicates it may be planning to extend its Goldwing double-wishbone forks to other bikes in its range.
Two patent drawings show the suspension being used on a neo retro CB1100 and a C125 Super Cub scooter.
Patent drawing for forks ion a CB1100
So anything in between could be suitable for the suspension.
To us, it looks similar to BMW’s duolever suspension which is expensive, heavy and lacks feel. However, the advantages are a lack of dive under brakes and the ability to soak up big hits.
Honda’s Goldwing suspension uses a similar system invented by Scot Norman Hossack.
The suspension system is similar to those on some sportscars, but instead of a hub-carrier and wheel attached to the end of the wishbones, it has a solid front fork attaches to the front wheel.
While it may provide great traction, comfy ride and precise steering, it doesn’t really suit the retro styling of the CB1100 and we think the weight may defeat the advantages on a Super Cub.
But it could have advantages on some other bikes in their range.
I’ve been riding and racing electric bikes for a few years and I’m a convert. Yes, I’ll always adore petrol engines, the smell of two-stroke still gets me excited like a toddler after an energy drink, but electric bikes are coming, and Harley-Davidson’s LiveWire is one of the best of the current crop. Let me explain why.
Adam Child on the Harley-Davidson LiveWire
If you’ve never ridden an electric bike before, or even showed an interest, let me put forward some siple facts and benefits. There is no noise, there are no gears and therefore no clutch or gear lever. Electric power is immediate: twist and go with no lag.
Torque is instant, which results in fast acceleration. There’s no heat from the engine or exhaust because there isn’t one, no petrol and therefore no need for a petrol tank, (yes, that’s a dummy fuel tank on the LiveWire). And the bike performs the same no matter what the altitude, weather or conditions.
Charging opportunities will be a big aspect of LiveWire ownership for those pushing the range envelope
Riding an electric bike is very alien at first, especially for experienced riders. But you soon appreciate the technology and advantages, like going from a landline phone to a mobile. After a ride, my kids can’t burn their paws on the exhaust when the bike is in the garage and I don’t melt in traffic from the heat normally generated from an air-cooled V-twin.
So, what is a Harley-Davidson LiveWire?
There are several production electric bikes on the market, but the LiveWire is the first to come from a major motorcycle manufacturer. Remember it’s not just a case of producing the bike, you must have a dealer network that supports the new technology, in Harley’s case this is over 250 dealers worldwide. You can walk into your local Harley showroom tomorrow and order one in most large motorcycle markets around the world, but unfortunately not yet in Australia as LiveWire is not set to debut Down Under until late this year.
Harley-Davidson LiveWire
The LiveWire is Harley’s most powerful bike to date, a quoted 105 bhp with 116 Nm of torque and a 0-60 mph time of three seconds; 60-80 mph in two. This isn’t slow.
To control the power you have four rider modes, Sport, Road, Rain and Range. These modes change the power characteristics, regenerative braking and traction control. The regen’ braking is like engine braking, and like the TC can be changed on the move.
There are an additional three custom modes, which can be specified to your needs and how you ride, for example: full power, no traction control or regenerative braking if you are brave enough. There is a six-axis IMU and therefore the traction control is lean sensitive. There is a noticeable change in the bike’s performance and character between modes, the Sport mode is certainly sporty, you have been warned.
The Harley-Davidson LiveWire features a TFT touch screen
The range is the big question and Harley is quoting 235 kilometres on a full charge in the relative steady Range mode, and around 160 kilometres of slightly more spirited riding. On a household socket, one-hour of charge equals around 20 kilometres of range, but on a fast DC charge, that time comes down to an 80 per cent of full charge in 30 minutes, and 100 per cent in an hour.
It’s worth pointing out that you may never fully drain the battery. In the same way you don’t let your iPhone run out of charge, nor do you let your fuel level in your bike drop to zero. Typically, you re-charge or fuel up once you’re in the red with 20 per cent or so left, which in this case means a quick 30-minute charge. That’s enough time to de-kit, have a coffee, check your phone messages and continue with a full charge.
A full-colour TFT dash with touch-screen controls and connectivity comes as standard, as do high spec Brembo monobloc calipers and fully-adjustable Showa suspension at both ends, this is a quality motorcycle, make no mistake.
The Harley-Davidson LiveWire also features fully adjustable Showa forks and Brembo brakes
All the fittings and design touches are high-end, the lines around the dummy tank are perfect, the ‘on show’ electric motor even looks good and is boldly on display, not tucked away. I like the design and feel, but the elephant in the room is the price; with Australian pricing expected to be in the $44K region, but no official figure announced as yet.
Yes expensive, but also comparable to exclusive, ‘high-end’ bikes from Harley. And don’t forget, you’ll never have to pay for fuel.
How does the LiveWire perform?
The norm on most electric bikes is to become immediately aware of the lack of engine noise, which amplifies the road noise, the clatter of bodywork, the noise of the final drive on the swing-arm. It sounds mechanically incorrect. But there are no such disconcerting noises on the LiveWire, this is the Bentley of the electric motorcycle world.
On the LiveWire there’s no intrusive mechanical or drive related noises, just smooth power
It’s super smooth, fuss-free and almost silent. Harley must have spent a colossal amount of effort and money ensuring the quality of fixtures and fittings. Like closing the door on a Rolls Royce, you instantly detect the quality just by the sound. Impressive.
Stopping 250 kg is no easy task, especially when you reduce the regeneration engine braking, but the powerful 300 mm twin discs with Brembo stoppers are more than up for the challenge.
The LiveWire also takes the title as fastest stopping Harley, backed up by ABS
This is one of the fastest stopping Harleys I’ve ever ridden. Even under hard use, the stoppers don’t fade. The ABS is a little intrusive on the rear, as the rear Michelin struggles to find grip under extreme braking, but otherwise faultless.
Like the brakes, the handling is head-and-shoulders above any road-going Harley I’ve ridden previously. Ground clearance is ample, it’s easy to achieve levels of lean other Harley riders can only dream about. Due to the long wheelbase, the initial turn-in is a fraction slow, but after that it just keeps leaning and leaning.
The LiveWire would also be the leader in the Harley line up, as far as possible lean angles, and performance
Fast transitions, asking too much of the chassis, can lead to a little insecurity, but this only occurs when you’re pushing the chassis to perform to track day levels of speed. For 95 per cent of the time for 95 per cent of riders the LiveWire is planted, secure and stable.
Complementing the handling is a huge tidal wave of torque. Full power mode will take even experienced riders by surprise, despite its weight and silence it can certainly drive hard from a standstill, enough to take your breath away at first.
The LiveWire is twist and go, with no clutch and no gears to worry about
From a standstill, it’s so easy to launch, as there isn’t any clutch or gears. Simply lay over the dummy fuel tank, twist and go. Form the lights it will even give a full-blown road-legal superbike a run for its money.
You end up riding the electric Harley harder than you really should as the power is so much fun and the handling there to match.
Belt final drive is also found on the LiveWire, alongside the sporty swingarm
Should you get carried away you also have a raft of helpful rider aids to keep the wheels in line. The traction control and re-intervention are smooth and effortless, and should you be worried about losing your licence you can always opt for a softer power mode. The combination of instant power, fun handling and non-intrusive electronics makes the LiveWire a truly enjoyable package.
Back in the real world, most LiveWires are going to spend some if not the majority of their life around town, which is when most electric vehicles make perfect sense, dare I say more so than their petrol counterparts. The LiveWire is like a twist-and-go scooter but with more than double the power to embarrass unsuspecting road users from the lights.
There’s also no engine heat to worry about for commutes and hot weather
Unlike any other Harley, there’s no heat, so even in the middle of summer you won’t feel like your testicles are being barbecued. Harley has even added a ‘fake’ pulse, which gives the feeling the bike is alive and reminds you not to mistakenly twist the throttle hoping for a blip of engine noise.
The weight is more noticeable at slow speeds, but I’m only 5ft 6in and never had an issue at slow speeds. But just remember, there is no engine noise so everyone can hear you swearing at bad drivers.
Is the LiveWire touring-ready?
A cruise control comes as standard and is simple and easy to use on the Livewire, simply set to 110 km/h, and with few vibrations and negligible noise, it’s a surreal experience cruising. Stability is excellent, which allows you to play with the informative clocks or simply enjoy the view ahead.
In Australia you’ll need to plan your longer trips around charging
The ergonomics are a little aggressive, reminiscent of Ducati’s Monster from a few years ago, with wide bars and a prominent stance. The seat is relatively comfortable, the suspension on the sporty-firm side, but with just a 160 kilometres range, you’re going to be stopping to rest and charge every 1.5 to 2 hours.
On our test ride around Barcelona, I was a little heavy with the throttle and spent too much time enjoying the tyre ripping torque. With heavy use, you need to start thinking about plugging in after around 120 kilometres, depending on the road and the weight of the rider.
A fast DC charge station can get you back on the road in 30 minutes in many cases
But ridden normally I believe a 160 kilometre range is easily achievable, possibly more. Ride for 160 kilometres, stop for a coffee, plug in and repeat. Touring is an option, it just needs planning, 400 kilometres a day with two half hour stops, that’s easily achievable. Plug in overnight at your hotel and repeat the next day.
LiveWire Verdict
The LiveWire is a true game-changer, the first mass-produced electric bike from a global motorcycle manufacturer, and it’s good. Forget the fact it’s electric for the moment; as a bike it’s fun, handles, looks good, is desirable, even has some character, which is incredibly difficult to inject on a silent machine.
The LiveWire offers a glimpse into the future of motorcycling
Yes, it’s expensive, and covering big miles in a day won’t be possible unless you have a support crew. But for everyday riding, it’s an impressive bike. Considering this is Harley’s first road-legal electric bike, they’ve got off to a good start, in many ways one of the best Harley’s to date and already one step ahead of the competition.
Who, ten years back, would have predicted that Harley would lead the way in electric bikes? I didn’t see that one coming.
Interestingly, it’s Harley bringing the first electric bike to the market from a major motorcycle manufacturer, as they expand their offerings to a much wider rider-base
The all new Shoei Glamster joins the J.O and EX-ZERO in Shoei’s range of neo-classic models and offers genuine vintage style in an extremely compact and lightweight helmet.
Shoei Glamster
The Glamster provides all the features you would expect from a genuine Shoei without sacrificing Shoei’s renowned comfort and safety!
The solid colour helmets are available this month while the Glamster’s with graphics will not arrive until June.
The highly modified Indian Scout, IndianxWorkhorse Appaloosa heads to Siberia to test its mettle.
Begin Press Release:
IndianxWorkhorse Appaloosa v2.0 Shakedown Test At The 2020 Baikal Mile Ice Speed Festival
RUSSIA (March 4, 2020) – Indian Motorcycle and Workhorse Speed Shop took on the extreme Baikal Mile Ice Speed Festival last week to give Appaloosa, the highly modified Scout Bobber sprint racer, the toughest of pre-season shakedown tests for its 2020 Sultans of Sprint comeback. From February 25 to March 1, the second running of the Baikal Mile challenged competitors on specially prepared 1/8-mile and 1-mile ice tracks with a variety of specially prepared vehicles alongside stunt riding, drifting, drag racing, flat track and freestyle motocross.
Appaloosa was originally built by Brice Hennebert for the 2019 Sultans of Sprint tarmac series with 500cc Grand Prix legend, Randy Mamola at the controls. With the original build taking over 700 hours, there was little time for testing before the first round in 2019 and so Brice wanted a shakedown test going into the 2020 series.
During his time researching events for a shakedown, Brice came across images and videos of a crazy speed festival, the Baikal Mile, run on the frozen surface of Lake Baikal in Siberia, the oldest and deepest lake in the world.
“I couldn’t believe how amazing this event looked,” says Brice. “For a start, the lake is huge. Over 600km long, 80km wide with more than 20% of the world’s freshwater. It was just so different from anything I am used to, thousands of miles away and with extreme temperatures. On top of that, you have all these people building crazy machines, from mad one-wheel contraptions to luxury vehicles on tank tracks, who come together to share the fun of pushing themselves and their creations to the limit. I just had to be a part of it, and it was amazing to get the go-ahead when I put the idea to Indian Motorcycle.”
With the go-ahead and continued support from top-level partners Akrapovič, Beringer Brakes, Dunlop Europe, Evok3 Performance, Motorex, Öhlins and tuning advice from Flybike, Appaloosa was modified for the extreme Siberian conditions on a tight schedule as it needed to be shipped by the beginning of February to make the long journey to Lake Baikal.
Brice and two of his best friends, Sébastien Lorentz and Dorsan “DJ Peeta Selecta, also had their own epic journey just to reach the event. The first leg saw two flights from Belgium to reach Moscow where the team had an overnight stay before continuing the journey. While in Moscow, the friends decided to get a permanent souvenir of their adventure with a special Tattoo.
“I had been talking with Seb and Dorsan about how this trip was the most insane thing I had done and how I wanted to do something special to remember it,” explained Brice. “That’s where the idea for the tattoo came from. For Seb and Dorsan to also want to get the tattoo shows me that I had chosen the right guys for this trip.”
“I can’t believe that an ordinary guy like me gets to build such a crazy machine and then take it to such an extreme event,” Brice continued. “I had this phrase in my head ‘Good for nothing. Ready for everything’ that summed up this feeling and I decided to get it tattooed on my leg in Russian. Seb joined me with a matching tattoo, while Dorsan had the phrase tattooed in French.”
Freshly tattooed, the team took an overnight flight further east to Ulan Ude before joining other competitors for a 5-hour coach journey to the event’s base in Maksimikha, Republic of Buryatia. Arriving at the event hotel, there was no time to rest with competitor registrations and briefings before Appaloosa had to be unpacked from its special flight cases and re-assembled ready for technical inspection in the morning.
The team’s paddock garage for the week was a canvas and cloth tent with a wood-burning stove inside. With temperatures often dipping well below -25C, the stove was essential to keep Appaloosa and the team warm enough to work and operate. Sharing the tent with the Workhorse team were two Russian vehicles and their teams, a tiny home-built bike with a lawnmower engine and a classic Ural.
Brice commented, “They didn’t speak any English, we didn’t speak any Russian, but as with all car and motorcycle enthusiasts, it was a really friendly atmosphere. Through hand gestures and pointing, we were able to communicate, help each other out and lend each other tools. That’s what I love about events like this, we’re all here for the same reason and we all want to share the fun and make sure everyone has a good time.”
Technical inspections completed, Appaloosa and Sébastien Lorentz were given the all-clear to try their first test run on the 1/8-mile course, a final qualification step for the organisers to be sure the rider is in control and safe, before being allowed to run at speed on the Baikal ice.
“The first run was good, I was just looking to test the traction of the studded tyre that Dorsan had built, to see how stable the bike was, and of course, to make sure I could stop,” said Sébastien Lorentz. “Appaloosa pulled really well, and the front tyre was not being pulled by the uneven surface. With good control, traction and stability, it has given me the confidence to go harder in the next run.”
With another quicker run on the 1/8-mile, Brice and Seb agreed it was time to test on the one-mile course. Although a standard race distance for speed runs, there is a specific reason for this distance at the Baikal Mile festival; Lake Baikal is the deepest lake in the world with a maximum depth of one mile.
The first run on the full mile revealed surprises that the team were not expecting, particularly that the ice was much bumpier than the short 1/8 mile. The front and rear suspension compressed enough to bring the tyre studs into contact with the fins of the real tail unit and a front fairing cross member, requiring some modification to the bodywork to allow for clearance. Limiting the top speed of the bike was an unknown electrical issue at higher speeds in the top gears.
“We knew we’d be facing issues we couldn’t really predict as we have no experience of racing on ice,” commented Brice. “I’ve spoken to teams here who have run perfectly at Bonneville and then the first time they came to Baikal, their machines just wouldn’t work properly due to the extreme conditions.”
“With just that one run, we have learnt so much about ice speed racing. With that experience and the helpful advice and suggestions from the teams around us, we’ll make some changes before tackling the mile again. On the electrical issue, I’ll initially remove the quick-shifter and Power Commander, hopefully that will resolve it. We’ll increase the rear tyre pressure from 2kPa to 3kPa, and Dorsan is also going to prepare a new rear tyre with fewer studs for less weight.”
A second run on the ice mile saw improvements from the changes in tyre pressure and the new stud pattern, but the electrical issue persisted.
“Right now, I think this is simply down to the extremely low air temperature. We are using a race ECU and maps that were not designed for -20C. For the final day of racing, I’m going to reset the ECU and make some tweaks to see if I can improve things. But, with the limited shipping space, I just don’t have the spares or tools to fully diagnose the problem here at the ice.”
On the final day of racing, teams woke up to the best conditions of the week with blue sky and bright sunshine. Heading to the start line for their first run of the day, Brice and Seb had decided that this would be the main pull and they would use the NOS system for the first time in the hope that the changes that Brice had made in the morning had resolved the electrical issue.
A clean start saw Appaloosa accelerate cleanly down the mile before the electrical issue limited their top speed. The run saw their best result yet with a top recorded speed of 180kmh, just short of the 200kmh target that Seb and Brice had set for themselves. With one final run to enjoy the experience of having come so far to do something so extreme, the team reflected on their experience.
Brice said, “Racing on ice is hard, this is the most incredible thing I’ve tried to do. I’ve learnt so much and had a hell of a lot of fun doing it. We’re losing something like 30% of our speed to the conditions and although we’ve had some issues, I am so glad we came here to test Appaloosa. My mind is racing with the possibilities and changes I’d like to make. Thank you to the organisers of the Baikal Mile and everyone here who has made us feel so welcome and part of their ice racing family. Coming here was a huge adventure for all of us and it was all about challenging ourselves, making new friends and having fun at the same time.”
Sébastien commented, “Appaloosa is clearly capable of so much more, and I know that Brice will be using this experience to attack the 2020 Sultans of Sprint as hard as possible. We’ve been welcomed with open arms by all the people here who share our passion for adventure, fun and machines that go fast or just make people smile.”
Ticking another ‘first’ off their lists, Brice and Sébastien joined Dorsan “DJ Peeta Selecta” on the decks to provide the music during at the closing party held on the ice.
Subscribe to the official Indian Motorcycle – Europe, Middle East and Africa YouTube channel to see the full story, video coming soon youtube.com/IndianMotorcycleEMEA
Appaloosa in action from the Baikal Mile and the 2020 Sultans of Sprint series can be followed across Indian Motorcycle social channels with the hashtag #IndianxWorkhorse.
The IndianxWorkhorse Appaloosa will be in action on June 14 at the first round of the 2020 Sultans of Sprint series during Wheels & Waves, Biarritz. The Sultans of Sprint series is in a class of its own with fast and stylish motorcycles competing for rankings based, not only on race results but also rewards for the contender’s creativity and craziness. The challenge gathers the best bike builders from the new custom bike scene in Europe. More information on the 2020 Sultans of Sprint series can be found at sultansofsprint.com
More information on the 2020 Baikal Mile Ice Speed Festival can be found at baikalmile.com
For some the very idea of taking a pillion sounds horrendous, like carrying a bag of potatoes on the back, it upsets the handling; bikes are made for one. However, the other side of the argument is that motorcycling can be fun to share!
Personally, I enjoy taking a pillion, whether it’s a gentle ride out with my wife on the back, or charitable pillion laps on a race track at race pace – I enjoy them both equally.
Steve Martin or Troy Bayliss often take a pillion for a lap at ASBK rounds
Obviously, some bikes are more suitable than others, and the same can be said for pillions. However, over 20-years of professional testing, I’ve picked up a few tips which I’m sharing with you. If you’ve never taken a pillion before don’t worry, it’s not as daunting as it may appear – that is unless you are planning to take an England rugby player for a spin.
Have a chat
Have a little chat with your pillion. Is it their first time? Have they been on a bike before? And without being rude, calculate their size.
If you’re 5’2″ and about to give your basketball playing husband a lift home, is that wise? Also is the pillion sober? If your pillion is affecting your riding, you can be charged with a criminal offence.
Is the bike suitable for a pillion?
Do you have a pillion seat and pegs? Do you have a grab rail? Can you adjust the rear shocks pre-load to compensate for the extra weight of your pillion? Adding pre-load to the rear helps with stability and improves the steering. Most bikes will have pre-load adjustment.
Some bikes are more suitable than others – Zarco getting a lift on the back of a KTM at COTA – Image by AJRN
If you’re lucky you’ll have semi-active suspension which will automatically adjust the suspension to compensate for the extra weight with a touch of a button. Don’t worry too much about the front suspension if only doing two-up duties as a once-off.
Hoever, if you’re planning on riding the majority of the time two up, touring Europe for a few weeks for example, you can see a specialist, who can set up your bike specifically for two-up riding.
You need to be able to communicate
It’s a good idea to build up some simple hand signals, as at speed it’s hard to communicate without an intercom. My wife and I have a simple system. One tap from me on her left knee means hold on, fast overtake coming along. Tap on the right knee, back to normal speed and you can relax.
If she is navigating, and knows the area a tap on the left for left and vice versa. A strong tap on my back indicates for a speed camera or to slow down. Pointing at the fuel cap means we are stopping for fuel shortly and a tap of the chin bar, means hungry or rest. Agree on some basic signals before riding.
A communication system, or hand signals is very useful
The safe and correct way to mount up
I’m only 5’6″ so I’ve always struggled with pillions getting on and off, especially if they are taller and heavier than me. However, when I worked as a Limo bike rider around London, they taught me a secret.
You get on first, then put the side stand down, place your foot behind it so it can’t flick up and always insist your pillion gets on from the side-stand side. All their weight is then taken by the side stand and not your inner leg – simple.
Get your pillion to mount up with the side stand down and locked in place by you – the rider’s – foot
Once they are comfortable, lift the bike up from the side stand. Repeat the same process when stopping. Get the side-stand down, foot behind and ask your pillion to climb off on the side-stand side. Try it – it’s ever so simple.
The first few feet
For many this is the hard part. If you’re new to taking a pillion make sure it’s as simple as possible, you have a clear straight run on smooth ground, you don’t want to attempt a U-turn in a gravelly pub car-park.
Getting going is similar to a hill start, use a little more power balance on the back brake and feed the clutch in. Once you’re above 5 mph, you’ll hardly notice your pillion.
Don’t go too fast
You have more weight on the back, less on the front. On hard acceleration the front will feel light and might even wheelie in extreme situations in the lower gears. Short-shift, change gear early and keep the change as smooth as possible.
Riding pillion on a motorcycle
Stopping
The opposite of the above. More weight on the front, less on the rear. The brakes won’t feel as strong as you’ve significantly increased the weight, and again in extreme situations the forks may dive excessively or the rear may even rise.
Remember your braking distances will have increased. Try to be smooth, use a little more back brake and engine braking than normal to give the front stoppers an easier time.
Cornering
Your pillion doesn’t need to hang off the inside with their knee down, but equally they need to flow with the rider and bike. If you’re pillion is new to bikes, ease them into it.
Consider the extra weight a pillion adds to the bike and the stress that places on the tyre and suspension
Remember you’re asking more from the tyres. When going into the corner try not to trail-brake as much as you would solo. Mid-corner ground clearance will be less as the suspension has sagged with the extra weight, pegs may scrape or even the exhaust or centre stand.
On the exit remember the front is now light and the rear tyre is taking all the extra strain, smoothness is key.
Touring
If you’re clocking up some serious mileage and you’re getting tired so is your pillion. I’ve had pillions fall asleep on many occasions. Make sure they are ok, check the mirrors to make sure they’re awake.
Bike checks & maintenance
If you’re riding two up with luggage for the majority of the time, consumables won’t last as long. Your fuel range will be less, tyres and pads will also wear out quicker, especially if riding aggressively two-up. So keep this in mind when it comes to checking wear and consumables and thinking about servicing.
Brakes, tyres and more will wear more quickly riding two-up all the time
‘Ball in a bowl’
The key to riding with a pillion is riding smoothly. Here is a little tip. Imagine you have a bowl on your petrol cap. Inside the bowl is a ping-pong ball. Now ride without the ball leaving the bowl – get the idea?
Laverda had quite a history of producing off-road bikes over the years and actually had a lot of input (as development engineers), into the design of BMW’s extremely successful G/S series – so it should come as no surprise that they also took a crack at the large capacity on/off-road market themselves with the introduction of the OR600 Atlas in 1986.
Laverda’s OR600 Atlas
An updated version of the 500cc parallel twin (which had in fact been out of production for several years) had a capacity of 571cc and featured lower compression and softer camshafts than the original.
Laverda’s OR600 Atlas
Laverda’s OR600 Atlas
New pistons and bigger valves together with modified heads and barrels were used. In addition strengthened crankcases, helical primary drive gears, a second balance weight and most importantly an oil cooler and larger oil pump were fitted.
Laverda’s OR600 Atlas
300 were built in 1986 but subsequent years saw only 60, 40 and 50 made for a total of 450 units. The blue/white Series 2 bikes were produced in ’87 and ’88 with Series 3 being constructed in ’89. Series 3 had a red/white paint job and twin, side-mounted oil coolers.
Laverda’s OR600 Atlas
This particular bike is the 1985 prototype and was extensively ridden by Laverda’s sales director, Giulo Frazan and is unrestored. Note that the muffler was not fitted at the time of photography.
Laverda’s OR600 Atlas
Also note that the engine number hasn’t been stamped, which was fairly usual for the company’s prototypes. Additionally the frame number is OR1000 – which is a factory mistake as all their prototypes started at 1001 (and that is the number on the paperwork)!
Laverda’s OR600 Atlas
Power was 50 hp at 7000 rpm which, with a dry weight of 151 kg, gave a top speed of 175 km/h.
With riders grounded in most states by the travel restrictions it almost seems pointless that some states have double demerits applying over the Easter long weekend.
The “pointless points” start this morning and will end at midnight on Monday 13 April 2020 in NSW, the ACT and Western Australia.
In NSW, they’re calling it Operation Tortoise and point out that holiday travel is not allowed as it is not “essential” during the pandemic lockdown.
The only time you could be fined on your motorcycle in NSW this Easter is if you are speeding to the supermarket to get another bag of Doritos or in your rush to get the doctor!
Be aware that one high-range speeding offence could be enough to get your licence suspended for several months under double demerit points.
Note that double demerit points are separate to any on-the-spot fines for disobeying a stay-at-home directive.
Double demerits danger
In “normal times”, riders from Victoria, Tasmania, Northern Territory and South Australiapassing through NSW, ACT or WA during any declared holiday period do not cop the double demerits.
With borders now closed, that’s not possible anyway.
However, Queensland riders should note that double-demerit points are effectively in place all year round.
The law in Queensland is that double points do apply to speeding offences of 21km/h or greater over the speed limit and seatbelt offences if they occur more than once within a 12 month period.
If you incur the penalty in another state, it still applies as if it happened in Queensland.
“For example if you commit two speeding offences of driving 21km/h over the speed limit in a 12 month period, you will be allocated four demerit points for the first offence and four demerit points for the second offence plus an additional four demerit points,” he says.
“This means that you will have accumulated 12 demerit points within a 12 month period and you risk having your licence suspended.”
How demerit points are recorded
Double points apply in NSW and ACT over the Australia Day weekend, Easter, Anzac Day, Queen’s Birthday, Labour Day and Christmas/New Year.
In WA, the double points apply on Australia Day (unless it falls on a week day), Labour Day, Easter, Anzac Day (unless it falls on a week day), Western Australia Day, Queen’s Birthday, and Christmas/New Year.
If a rider in another state commits a traffic offence in a state during a double-demerit period, the offence is recorded as a double demerit offence on their traffic history in the state where the offence happened.
The state licensing authority will then report the offence to the transport department in your state who will record the offence on your traffic history.
However, the double points will only apply in Queensland under the circumstances described above.
Choice of penalty
Stephen says that if you have committed a traffic offence recently and you receive a Queensland Transport notice that you have accumulated your allowed demerits, you will have a choice of a good driving behaviour period or a licence suspension for a period.
“When considering whether to agree to a good behaviour driving behaviour period and a licence suspension, it is important that a licence holder understands that accepting a suspension of their licence may preclude them from making an Application for a Special Hardship Order or an Application for a Restricted (Work) Licence for the next five years,” he warns.
If you are unsure about how many demerit points you have, you can search your record online at your state’s transport department website or call them and request a copy of your traffic history.
This Vincent Rapide, believe to be one of the first Series-A Rapide’s manufactured and possibly the last Vincent-HRD motorcycle to leave the factory in 1959, will headline the Bonhams Summer Stafford Sale in August.
It was used as a factory demonstrator, Vincent Director’s mount and a road test star.
The Series-A 998cc twin was evolved in 1936, with the apocryphal tale of the design being conceived as a result of two single-cylinder drawings being overlapped. Production of the model began in 1936 for the 1937 season, and ended when war broke out in 1939. Vincent-HRD’s sales brochure for 1938 described the Rapide:
The performance is electric. Power appears almost limitless, yet it is so smooth and controllable that it is a delight to ride, even in thick traffic. There is only one snag we have discovered in owning a “Rapide.” You never get a scrap with another machine, because no ordinary motor cycle can live with a “Rapide.” Here at last is a performance equal to the fastest T.T. models, coupled with silence, comfort, and tractability. A true Jekyll and Hyde.
With a top speed of 110mph, The Series-A Rapide was the fastest production vehicle when launched. Only 78 examples were manufactured, and approximately 50 examples are believed to survive worldwide.
Registered DUR 142, it was retained by the factory as a demonstrator and for promotional purposes. Accordingly, it was loaned to Motor Cycling in April 1938 to be road tested. The machine was taken to Brooklands for speed tests and was subsequently timed at 102 mph.
DUR 142 reappeared in 1955, when Vincent-HRD production ceased, and Motor Cycling covered the sad event by testing the last machine off the line, together with DUR 142 which they described as ‘one of “The First” Series “A” ’
The opportunity seldom arises to obtain a Series-A Rapide. Even rarer still, is the opportunity to acquire one with such historical significance. This particular motorcycle has seen service as a factory demonstrator, Vincent Director’s mount, road test star (twice) and was often photographed as the publicity vehicle for one of the most celebrated British motorcycle marques.
Mark Garside, Bonhams Motorcycle and Motor car Representative for the Northern Counties and Scotland commented:
It is particularly gratifying to bring an historic machine such as DUR 142 back into public notice after over half a century of hibernation. Machines such as this come to market very rarely, and it has taken years of patience to successfully consign this particular motorcycle.
Alongside the Vincent-HRD and the Morbidelli Collection, the Summer Stafford Sale will offer a superb range of pre-war ‘golden era’ British motorcycles, including:
One of 300 surviving (of 460 produced) Matchless-engined SS80s, so-called due to its guaranteed 80mph top speed in road trim. Offered in excellent condition, having been the subject of a ‘nut and bolt’ restoration by top specialist Dave Clark, and featured in The Classic MotorCycle (Sept 2006 edition).
Another Vintage-era v-twin rarity, the Montgomery was powered by J A Prestwich’s 680cc side valve v-twin engine, and was a direct competitor to the Brough Superior 5-15, although much rarer today. The Montgomery was professionally restored in the early 2000s, has been used extensively on runs (including pillion), and went on to win the ‘Concours Award’ at the 2004 Banbury Run.
Les Williams was the famous manager of Triumph’s factory works racing team with numerous victories in the 60s and 70s, and co-creator of ‘Slippery Sam’, winner of five consecutive TT production races. Surprisingly perhaps, his own collection comprised rival British marques – including this 1930 AJS 350cc, ridden to 10th place in the 1930 Manx Grand Prix Junior Race.
This Model J was sold new in 1916 with the Package Truck option, a commercial-load carrier which was a runaway success and would remain in production for 42 years. Fully restored five years ago, this example also has the optional three-speed gearbox and electric lighting system and is offered with an additional Harley-Davidson sports sidecar.
This sublime motorcycle from the premier European manufacturer is offered from an important private collection and is a regular entrant in the world-famous Sunbeam Motorcycle Club Pioneer Run.
Motorcycle people and companies coming together to help.
A press release from the Motorcycle Industry Council:
We are all inundated with the impact of COVID-19. Yet, amid the devastating news, there are stories of hope; people and companies coming together to help our country’s most vulnerable, the heroes in healthcare and our brave first responders.
Within the powersports industry, we’ve seen Yamaha Motor Manufacturing of America in Newnan, Georgia, donate 380 respirators, 49,000 gloves, 325 Tyvek suits, and 18,000 alcohol wipes to the Piedmont Newnan Hospital. “We thank Yamaha for their support as we provide care to the community during this COVID-19 epidemic. The care we provide each day to our patients, especially during these times of crises, wouldn’t be possible without the support of our community,” said Vicki Kaiser, Executive Director of Community Affairs, Oncology and Support Services at Piedmont Newnan “The acts of kindness shown by our community partners helps encourage our team to push through as we strive to make a positive difference in every life we touch.”
What is Honda doing to help Americans in general during this crisis? Honda’s effort is led by an initial $1 million pledge to food banks and meal programs across the United States, Canada and Mexico and is intended to provide the most vulnerable with access to food. In addition to the $1 million pledge, the company also will implement a special matching gift program that enables Honda associates to make monetary donations to food programs in their local communities, matching up to $1,000 for each individual gift.
In addition, Honda has inventoried its stocks of Personal Protective Equipment at their North American facilities and have donated much of this equipment, including N95 face masks, to support frontline healthcare providers. They are also deploying 3-D printers to manufacture visors for protective face shields that will be used by medical providers.
Polaris, through its foundation, has donated more than $220,000 in technology to meet the needs of local students in Minnesota, Wisconsin, and Iowa as they transition to distance learning. This includes donated iPads, Chromebooks, wireless hotspots, chargers, and more. Furthermore, when learning that Smiths Medical, a leading global manufacturer of specialty medical devices, was looking to ramp up their manufacturing of ventilators and IV infusion pumps at their Oakdale, Minnesota, facility, Polaris reached out to see how they could help. This week, several employees from Polaris signed up to work at Smiths’ facility to help production efforts, with the potential to increase the workforce support as Smith continues to assess its need.
In New York City, a group of more than 60 motorcyclists collaborated with MasksforDocs.com, a grassroots campaign created to “get protective supplies into the hands of healthcare workers as quickly as possible.” These motorcyclists helped distribute personal protective equipment to some of the neediest doctors and hospitals in the city. We know motorcyclists in many other states are also working to do the same.
If you or anyone you know has a story you want to share with us, please email [email protected]. We can help you tell your story to a broader audience to provide hope to our community and demonstrate all that we in the power sports industry are doing to help.
We will get through these difficult times, working together to #RideItOut.
The Park-N-Move is a convenient way to move your center stand equipped motorcycle around the garage.
Begin Press Release:
LEGAL SPEEDING PARK-N-MOVE: ARRESTED AND TAKEN INTO CUSTODY BY ADAPATIV TECHNOLOGIES
Redondo Beach, CA – January 14, 2020 – After being ‘on the run’ for over a decade and causing disruption in the motorcycle marketplace, the Park-n-Move motorcycle dolly from LEGAL SPEEDING has been ‘captured’ by Adaptiv Technologies as they have acquired the manufacturing and marketing rights to the product.
“We have been monitoring the Park-n-Move as it evolved and became the leading motorcycle dolly for motorcycles equipped with a center stand,” stated Adam Gold, CTO and co-founder of Adaptiv Technologies. “Rarely do you have the chance to acquire a proven product which needs very little to continue as a market leader and fits so well into our existing product portfolio.”
Introduced in late 2007, the Park-n-Move has received positive recognition from motorcycle publications such as BMW Owners News, Rider, Wing World, and Motorcycle Consumer News, where it was awarded Innovation of the Month upon debuting at the Los Angeles International Motorcycle Show. The compact design allows motorcycles to be easily moved and parked in tight quarters therefore maximizing storage space.
“I am pleased to have the Park-n-Move owned and managed by a company known for unique and original designs who has the same commitment to innovation for the motorcycle enthusiast,” said Aaron Zimmermann, founder and owner of LEGAL SPEEDING. “Adaptiv Technologies has a successful history of managing notable products so I view the acquisition as another step in the development and refinement of the Park-n-Move dolly.
Adaptiv Technologies is a designer and manufacturer of aftermarket products for the motorcycle market. For more information, please visit www.AdaptivTech.com or call 866-232-7848.
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Patent drawing for forks ion a CB1100
Aprilia anti-dive forks
DUR 142 Clocked 102mph at Brooklands – Motor Cycling April 1938 (© Mortons Archive)
December 1955 ‘The Last of the Vincents’ Motor Cycling road test (© Mortons Archive)
