Curtiss Motorcycles is now taking orders for the wild Zeus electric motorcycle with radial “V8” batteries and has released plans for the even wilder Hades with a bullet-shaped battery and motor.
They say both will go into production next year and cost $US75,000. They are now taking “reservations of interest”.
That’s much cheaper than their previous petrol-powered bikes such as their Warhawk at $US105,000 (about $A140,000).
They say the bikes will have 201hp (150kW) of power and 199Nm of torque which is far more than the Harley-Davidson electric LiveWire at 78kW and 116Nm.
Hades
Hades
Zeus
There are no more technical details available and we have yet to see these bikes rolled out.
Confederate Motors president H. Matthew Chambers said the company changed the name to honour motorcycle racer Glenn Curtiss who invented the first American V-Twin motorcycle.
Glenn set a world speed record of 136.3mph (219km/h) in 1907 on Ormond Beach, Florida, on a motorcycle he built with a 4.4-litre V8 engine he had designed and built for aircraft use.
Glenn Curtiss on his V8 motorcycle
He was a pioneer aviator and leading American manufacturer of aircraft by the time the US entered WWI.
Curtiss began his career in the bicycle business, earning fame as one of the leading cycle racers in western New York state before building lightweight internal-combustion engines for motorcycles.
In 1904 when the American aeronaut Thomas Scott Baldwin bought a Curtiss motorbike engine to power his airship California Arrow.
At the invitation of Alexander Graham Bell, he joined the then newly formed Aerial Experiment Association (AEA) in 1907.
Flying the AEA June Bug in 1908, Curtiss won the Scientific American Trophy for the first public flight of at least 1 kmwith an American aeroplane. Curtiss died in 1930.
Using the same Ducati GP19 as factory runners Dovizioso and Petrucci, the one-time MotoGP race winner has regularly challenged his stable-mates. The highlight came at Austin, where Miller scored his first premier class podium in dry conditions, his second overall coming just under three years after the first. But more impressive were his performances at Mugello and the Circuit of Catalunya, where he had struggled badly in previous years. The Australian was fighting for the win in Italy before crashing out with eight laps remaining, while the Catalan GP saw him finish fifth.
Supercross legend McGrath samples Rea’s ZX-10RR at Laguna Seca
Section: Competition
King of Supercross checks off bucket list item at American venue.
Image: Supplied.
Seven-time AMA Supercross champion Jeremy McGrath sampled Jonathan Rea’s Kawasaki ZX-10RR WorldSBK contender this week at Laguna Seca, the King of Supercross checking off a bucket list experience at the American venue.
McGrath first hit the famous circuit aboard a production Ninja ZX-10R to acclimatise himself to the track layout and conditions before hopping onto Rea’s race-winning machine machine.
“Riding this bike is like a dream for me – I am such a big fan of all of these guys and Jonathan and I have been friends for a while,” McGrath explained. “We’ve been thinking of doing a bike swap for a couple of years now, as he rode motocross with me a couple of years ago.
“Trying to learn the track and the bike was a steep learning curve, and I wish I could’ve stayed out all day. This track is another one I can check off the bucket list. After riding the Corkscrew, it was like a motocross berm, so it was really fun. I wanted to stay out and go faster but I’ve had a great day, I played it smart and I loved it!”
Four-time defending WorldSBK champion Rea added: “It’s always great to see Jeremy, especially letting loose on our Ninja ZX-10RR. I was impressed at how fast he was able to get the hang of things. The ‘King’ is even fast on the tarmac. It just goes to show the natural talent he has on anything with two wheels.
“It was such a special day and fun to be the one watching from the sidelines instead of riding this time. It was fun to coach him along on an unfamiliar track and show him the differences between the dirt and tarmac.”
After visiting Laguna Seca last weekend, the WorldSBK now heads into an extended European summer break, resuming on 6-8 September at Portimao in Portugal.
‘No clutch for you!’ Trev said, laughing a little… We’re both easily amused. He’d ridden the Africa Twin DCT over three days a while back and was interested to hear what I’d make of it in the real world, with the mix of riding I do every week.
Honda’s Africa Twin has gone from strength to strength since its introduction
I hadn’t ridden one before, but I’ve recently spent some quality time with the terrific new BMW F 850 GS and I’ve clocked up over 250,000ks on my own Triumph Tiger 800XC. So I have some pretty reasonable benchmarks for comparisons.
First impressions? It’s big. Certainly not a bike for those with ducks’ disease. It’s a decent leg throw to get over the 920 mm seat height, which is a fair step up from the 870 mm height of the standard Africa Twin. I’m close enough to call it six-foot and when on board I have to shift my weight ever so slightly to the side and stretch down to reach the ground.
Honda CRF1000L Africa Twin Adventure Sports
You get used to it pretty quickly and after a few days I wasn’t even thinking about it any more, but it is worth noting that short stacks need not apply. And that whole front section is a big Juan, which offers great wind protection with plenty of open slots to allow a nice amount of airflow through without getting any buffeting.
A taller seat height is found on the Africa Twin DCT, up to 920mm from 870mm
The big 25-litre tank of the Adventure Sports, six-litres more than the standard Africa Twin model, see the Adventure Sports variant boast an impressive range of 450-500kms, which as someone that covers 1200-kilometres a week I did enjoy. All of that adds up to just on 240 kg in DCT trim (10kg less with the regular manual gearbox), yet along with most modern bikes it seems that all that weight and bulk seems to disappear once you’re on the move. There’s an impressive amount of steering lock too, which I’ll come back to.
Honda Africa Twin Adventure Sports
The other major changes over the original standard Africa Twin are
A fly by wire throttle (which works just fine – excellent feel and fuelling)
Fully-adjustable, longer travel suspension front and rear (which is also without fault – terrific control and feedback)
Modified airbox and exhaust, lighter balancer shaft and better mid-range
I was given a quick rundown from the Honda boys on how the switchgear works and a reminder to just roll the throttle on gently from standstill – not to grab the left lever which is actually a park brake. If you’re wondering – it’s quite a significant reach forward to the lever and I wasn’t able to reach it absentmindedly. It’s funny how the mind works though. After literally just hearing all that – I instinctively went to grab a handful of clutch to start the bike up… Idiot.
The DCT model features a hand brake instead of a clutch, being an automatic, with the brake lever put out of reach no doubt as many motorcyclists naturally go for the clutch in many situations
So I set off from the workshop and a couple of things struck me immediately. On the move the bike’s a doddle, with a really solid combination of chassis, suspension and that steering lock, combining for very nice low speed manners and maneuverability – and the DCT shifts super sweetly.
I pulled out into peak hour traffic and was straight into filter mode. What struck me is that when you don’t have to spend any concentration on gears, you only need to focus on line and throttle, meaning that filtering becomes even easier – you can basically ride this thing feet up to a standstill – then put your foot down. For a big bike, it’s also surprisingly easy to filter on.
The only thing I miss is ironically the ability to grab a handful of clutch and give the throttle a blip to get the attention of the driver in front who’s head down on his phone and crowding the line. If Honda can make that happen somehow that’d be ace because even with stock pipes the 1000cc parallel twin has too good an exhaust note to not be able to liberate occasionally. For a stock pipe it’s loud, meaty and all things good.
The Africa Twin DCT also includes a RbW throttle and modes which interact with the DCT gearbox
There’s a bunch of riding modes for both the engine management and DCT box. So let’s talk engine first. The ride-by-wire throttle brings with it three preset modes, Urban, Gravel and Tour – each adjusting power level, engine braking and traction control with a fourth mode ‘User’ letting riders set your own which is conveniently remembered even after you turn it off and back on. Nice.
Bloody handy to be able to flick through them on the move – I ended up using that most of the time to be honest, with the TC backed down to allow for a bit of shenanigans. The dash also has options for disabling the rear ABS and has an extra ‘G’ button for more serious gravel duties. Unfortunately I didn’t really get to put through its full off-road paces as the bike I had wasn’t running chunky knobbies.
So, the engine. I’m a big fan. Really nice fuelling and throttle feel and gruntier than the numbers suggest. The big girl pulls hard and shows no signs of running out of puff at any speeds you’re likely to throw at it on the road. It’s deceptive too – that short-shifting, no fuss DCT translates into rapid progress even if it doesn’t always feel it.
The Africa Twin features a liquid-cooled 22.5º parallel-twin with 270° crank producing 70kW and 98Nm of torque.
There’s a marker I use for reference where I know that my Tiger 800 hits 100 km/h under normal everyday acceleration and the Africa Twin smashes it in the same scenario. With the traction control settings right it’ll loft the front wheel up easily enough for me too. Whack the DCT into manual mode and just roll off the gas, let the front dip and then get back on gas. Done.
That DCT comes with three modes. When you start the bike it defaults to neutral every time and the Honda boys advised to push the bike around in neutral to avoid any unwanted throttle inputs that might end in tears while I was still getting used to it. A quick tap of the multi-function button on the right drops the box into drive mode. I found the standard ‘D’ mode very eager to shift up and use the copious amounts of torque available to lope effortlessly along.
Too eager for me personally, and while filtering I wanted a few more revs for more immediate response which was found by tapping the button again, changing to ‘S’ mode. That one holds revs a bit higher and will change down earlier on deceleration. The third option if for full manual, even if it’s actually not. Confused?
Honda Africa Twin DCT Adventure Sports
Well it will let you take over all the shifts via the paddles on the left bar (thumb push for downshift, finger pull for upshift), but still helps you out by dropping down a cog or two if you mess things up and forget to downshift to lower gears. Works surprisingly well and allows you to have full manual control on upshifts, and if you want you can let the DCT take over coming up to intersections.
I actually found it really easy to get used to the DCT and liked it more than I thought I might. Filtering through traffic was a lot more nimble than I’d expected a bike of this size to be – low speed control by just dragging a bit of rear brake was supreme. I reckon it’d be handy in tight stuff in the dirt too.
It really is much the same as a Rekluse clutch in the whole twist and go thing, but this has the added value of acting just like a full auto box and shifting up and down for you as well if you want. Or leave it in manual mode and it’ll only shift down if you royally cock things up by letting the revs drop too low for the gear you’re in. It’s not bad! And that’s probably the answer to the ‘but why?’ question.
The Africa Twin features the DCT system which works along similar lines to a Rekluse clutch, with the same justification behind wanting one
For much the same reason riders go for a Rekluse only more-so…. You can’t stall, ever. You won’t get arm pump from clutching like a maniac in the tight stuff when you aren’t used to it. And not having to worry about the clutch gives you more brain cells to focus on line and speed.
Would I have one one over a standard box? Maybe. Before riding it I’d have said no, but now I certainly wouldn’t rule it out. I’d prefer the system if it held a shorter gear than it does in even the S setting at most speeds though.
Honda CRF1000L Africa Twin Adventure Sports
For example at 100km/h, the DCT sits just under 4000rpm. Right in the meaty zone of the power curve. Nice. But at 60km/h (in S mode) it’s sitting around 2500rpm in fifth… In D mode it’s still in sixth at just above 2000rpm!
Even my ute sits in fourth at 60km/h and it’s a 3.2L turbo diesel so it’s not short on torque! It felt to me like it shouldn’t be dipping too much below 3000rpm to still have solid response. Whenever I put it into manual mode – I ended up downshifting to bring it back up to around 3000 all the time as it seemed like the engine’s sweet spot.
Honda CRF1000L Africa Twin Adventure Sports
So maybe the big H should keep the D mode but rename that to E for Eco (as I’m sure that’s what its tuned for), rename the S mode to D and add a new S mode that holds higher revs. You might need to read that bit twice for it to make sense…
Revs and modes aside, I liked my couple of thousand kays on the Adventure Sports a lot. There’s no denying that the Africa Twin range represents pretty awesome value. 17-and-a-half big ones for the standard model with ABS and manual box. 19.5k for the Adventure sports with ABS and manual box – add another 500 bucks for the DCT. Rides well, sounds great, looks pretty good too I reckon. I couldn’t resist the family shot sitting up next to my CRF250R either… They looked pretty sweet side by side in the shed.
Honda Africa Twin DCT Adventure Sports next to Wayne’s CRF250
Anything else? Oh – the high beams are quite centrally focussed – I’d recommend some wider focussed spot-lights for picking up wildlife further back than just the roadside, for those doing any decent night-time riding.
Why I like it:
Terrific value.
Great exhaust note for a stocker.
Big range.
DCT shifts nicely, offers more relaxed riding options.
Cheaper ‘normal’ box option if you aren’t DCT inclined – try it first though!
I’d like it more if:
The DCT held gears longer, modes up-shift gears a bit early for my liking.
Ummm, not a lot else really!
Honda Africa Twin Adventure Sports
Honda CRF1000L Africa Twin Adventure Sports Specifications
Specficifactions
Engine Type
Liquid-cooled 4-stroke 8-valve 22.5º parallel-twin with 270° crank and uni-cam
Engine Displacement
998cm3
Max. Power Output
70kW/7500rpm (95/1/EC)
Max. Torque
98Nm/6000rpm (95/1/EC)
Bore & Stroke
92.0 & 75.1mm
Clutch
Wet, multiplate with coil springs, Aluminium Cam Assist and Slipper clutch
Final Drive
O-ring sealed chain
Gearbox / Transmission Type
6-speed DCT with on and off-road riding modes Honda Selectable Torque Control System (HSTC) – HSTC 3-levels + Switch Off
Frame Type
Steel semi-double cradle type with high-tensile strength steel rear subframe
Swingarm
Monoblock cast aluminium swing arm
Turning Radius
2.5m
Kerb Weight
253kg
Fuel Capacity
24.2 litres
Length x Width x Height
2340 x 930 x 1570mm
Wheelbase
580mm
Seat Height
900/920mm
Ground Clearance
270mm
ABS system type
2-Channel with rear ABS off switch
Brakes Front
310mm dual wave floating hydraulic disc with aluminium hub and radial fit 4-piston calipers and sintered metal pads
Brakes Rear
256mm wave hydraulic disc with 2-piston caliper and sintered metal pads. Lever-Lock Type Parking Brake System
Provisional calendar released for 2019/2020 EWC season
Section: Competition
Endurance World Championship set to remain at five rounds in the new season.
Image: Supplied.
A provisional calendar for the 2019/2020 FIM Endurance World Championship (EWC) has been released, which is set remain at five rounds in the new season.
The championship will get underway with the Bol d’Or on 21 September on France’s Le Castellet circuit before heading to a new winter race in Southeast Asia, initiated as part of a calendar reform by championship promoter Eurosport Events.
The inaugural edition of the 8 Hours of Sepang, which results from a strong collaboration between FIM, Eurosport Events, Sepang International Circuit and Mobilityland, will be a qualifying round for the 2020 Suzuka 8 Hours.
Its innovative format lays the foundation for the first-ever double-header event in Asian motorsport, with two major car and motorcycle races taking place over a single weekend: the 8 Hours of Sepang on Saturday, 14 December, and the season finale of the FIA WTCR/OSCARO on Sunday, 15 December.
The 43rd edition of the 24 Heures Motos, traditionally held at Le Mans in mid-April, and the 8 Hours of Oschersleben on the first weekend of June will take place midway through the FIM EWC calendar.
The Suzuka 8 Hours round, the grand finale of the FIM Endurance World Championship, will be brought forward to mid-July, on a one-off basis, for the first time in its history.
“The Coca-Cola Suzuka 8 Hours Endurance Race has a long 42-year history,” explains Kaoru Tanaka, the new president of Mobilityland. “It has recently been established as the final round of the FIM Endurance World Championship, and is traditionally held on the last Sunday of July.
“For 2020, we decided to bring the event forward so it precedes the fanfare of the Tokyo Olympic Games. Now scheduled for July 19th, the Suzuka 8 Hours race will have the eyes of the world on Japan ahead of the Tokyo Olympics. Come join us for a sizzling season final in July 2020.”
Provisional 2019/2020 FIM EWC calendar: Rd1 – 21-22 September 2019 – Bol d’Or 24 Hours, France Rd2 – 14 December 2019 – 8 Hours of Sepang, Malaysia Rd3 – 18-19 April 2020 – 24 Heures Motos, Le Mans, France Rd4 – 6 June 2020 – 8 Hours of Oschersleben, Germany Rd5 – 19 July 2020 – Suzuka 8 Hours, Japan
Two things stand out about the Harley-Davidson LiveWire electric motorcycle: it is literally electrifying and cool!
That’s more than just a couple of gratuitous puns.
This bike is not an electric toy! It’s a real bike that is claimed to go from 0-100km/h in three seconds and we proved it on the world media launch with several impromptu drags on a lonely country road outside of Portland, Oregon. So that’s electrifying performance in anyone’s lexicon.
Many moto journos talk about the nirvana of having ultimate linear power delivery. That’s exactly what this supplies. There are no surges or lags, just a hand-of-God thrust in the back as you hurtle forward and the world tons to a blur.
And after a vigorous 110km test ride through the streets of Portland and beautiful surrounding country, the bike was still cool to the touch, even the water-cooled motor, battery and radiator.
So it doesn’t just look cool and represent a cool trend in motorcycling, it’s literally cool to touch which makes it an ideal summer commuter bike!
Price
The dual-seat LiveWire is made in Cork, Pennsylvania and has been in development almost a decade.
It finally goes on sale shortly in the USA at about $US30,000 in a choice of cool lime, a bright orange and gloss black.
It will arrive in Australia late next year probably at more than $A40,000 which is more than most of their Touring models.
It’s expensive, but it also has suitably premium components, a high quality of ft and finish (not a cadmium bolt in sight!), thick and lustrous paint, plus premium controls including a proximity key fob.
Styling is a subjective matter, but I like the modern, minimalist look and the big cooling fins around the battery, although the gloss black model looks way too dark. Maybe they should have made the calling fins silver on that one.
Harley-Davidson LiveWire electric motorcycle
The remote rear fender with number plate allows for a tidy wasp-like tail with the pillion seat suspended in mid-air.
Underneath the seat is a small lockable compartment for the the mains charger and cable that includes a handy helmet hook. Harley put the key fob under the seat so we wouldn’t lose it and it was the only mechanical sound in the whole bike. Most riders would keep it in their jacket pocket!
You can also get a small “speed screen blade”, decorative trim, different hand and foot controls and a cover that includes a charging cord port. Many traditional Harley accessories such as wheels and bars can also be fitted.
LiveWire comes with two batteries. The big 15.5 kWh high-voltage Lithium-ion battery or “Renewable Energy Storage System (RESS)” made up of Samsung battery modules has a five-year/unlimited kilometre warranty.
Battery
Harley chief engineer Glen Koval says the recyclable battery should last 10 years without significant loss of capacity unless it is not treated well or used extensively in extreme cold conditions.
There is also a small 12V lithium-ion battery to power instruments, lights, etc.
Harley has not said how much a replacement main battery will cost, probably because in five years from now it will cost a lot less, anyway!
Silent running
Of course, the electric LiveWire is quiet, especially at low speeds, but not exactly silent.
When you switch it on, the headlight and instrument screen lights up, but there is no accompanying motor noise.
As you take off, you can feel a gentle buzz which is induced by the rocking of magnets. Harley wanted riders feel the “heartbeat” of the machine.
When you give it the berries, the bike makes a turbine “whoosh” noise thanks to the belt drive and “meshing” of the primary spiral bevel gears. At highway speeds all you can hear is the wind.
While I missed the throbbing sound and feel of a Harley V-twin engine, I actually found it made you more aware of surrounding noises from other vehicles.
It also meant that when I listened to music, GPS directions or phone calls on my helmet intercom, I didn’t need to turn the volume up quite as high.
The lack of noise also seems to have a calming effect on the rider.
However, I was acutely aware that other road users couldn’t hear me coming and a couple of times I tapped the horn to announce my presence.
Range
Harley recently released details that claim city range of up to 235km and 152km of highway range.
While they don’t give total charging time from a mains outlet with the provided cord, they do tell us that a 120/240-volt outlet will provide about 20km (13 miles) per hour of charging. That means it will probably take at least 11 hours from flat to reach full capacity. And the cost would be less than $4.
They also claim their Fast Charge (DCFC) technology will recharge a flat battery to 80% in 40 minutes and full in 60 minutes.
Mobile DC fast chargers at work
They brought in three mobile DC fast chargers for the event which they say are not as powerful as the permanent ones that will be at Harley dealerships. These chargers were only used at the end of the day’s ride.
None of the bikes ran out of “juice” on the road test, even though we mainly rode hard and fast in the electrifying “Sport” mode.
We covered about 110km and my bike still showed 30% charge left.
The charging port is in the top of the “fuel” tank for easy access.
You can check the battery recharging status and time left to full on the instruments or on an accompanying H-D Connect app.
The Android and iOS app also alerts you if someone is tampering with your bike, includes a GPD tracker if its stolen, shows the closest charging stations and reminds you when the bike needs a service. But since the only consumables are the brake pads, servicing should be cheaper. Still, service intervals are 1600km first and then every 8000km like their conventional bikes.
Harley PR rep Joe Gustafson says the app gives the rider “peace of mind”.
H-D Connect uses a cellular telematics control unit (TCU) that functions as an LTE-enabled modem connecting LiveWire motorcycles to the cloud. Owners will get the service free for a year.
There are seven riding modes: Range, Rain, Road and Sport, plus three customisable modes.
Each mode affects the acceleration and response from the twist-and-go throttle.
It also affects the amount of “regeneration” which is like engine braking and helps to recharge the battery.
Both of these also affect the range.
The modes also vary the amount of cornering-enhanced traction control that includes a wheelie control to stop the front wheel lifting and a rear-wheel lockup control.
They label their traction control High, Medium and Low, but high is not for high intervention but high slip, so it is opposite to what it appears.
Riders can select the modes on the fly with a button on the right-hand controller. Your selected mode is displayed on the big, easy-to-read 11cm colour touchscreen which is like a mini iPad.
Sport: Full, seamless power and 80% immediate throttle response. This offers truly electrifying performance. I thought it might make it a little jerky, but it so smooth and predictable, even in slow-speed manoeuvres. Traction control is also set to High which is the lowest level of intervention. However, you can turn it off when stopped. Regeneration is also quite significant at 80% so you don’t even need to use the brakes to come to a full stop. The only time I touched the brakes was in emergency brake tests and when riding hard.
Road: This mode softens throttle response to 55%, power delivery to 80% and regen to 30%, plus medium traction control. Harley says it feels more like a traditional petrol-powered bike and they are right, but because of its twist-and-go transmission (like a scooter), you can’t slip a little clutch to smooth out power delivery for tight, feet-up u-turns. But guess what! You don’t need to. It’s super-smooth with plenty of feel, unlike any EFI fly-by-wire throttle. Medium traction control can be turned off when stopped.
Range: Obviously this is the economy mode to squeeze extra range out of the bike. Throttle response is smoother at 55%, power 40% and regen 80%, making it quite jerky when you roll off the throttle. Traction control is medium and can be turned off when stopped.
Rain: Like the rain mode on many conventional bikes, this has 0% power, 30% soft throttle response, 15% regen and Low traction means high intervention and cannot be turned off.
Three Custom Modes: You can select your own levels of power, regeneration, throttle response and traction control and save them to A, B or C modes. Power, regeneration and throttle can be adjusted from 0-100% in 1% increments, and traction can be set to Low, Medium or High intervention.
Since most riders won’t touch the brakes to slow down, the rear brake LED light will light up on regenerative braking to alert traffic behind your that you are slowing, avoiding rear-enders.
Lively LiveWire
Harley’s LiveWire electric motor
Harley says the H-D Revelation electric motor has 78kW of power. That’s not too bad for a 249kg bike which is about the same as a 1200 Sportser or Ducati Diavel.
That power figure is the same as a KTM 1190, but the porky LiveWire weighs a substantial 32kg more.
More importantly, the bike has 116Nm of torque which is substantially more than the 95Nm in the 1200 Sportster .
Full-tilt torque is available as soon as you twist the throttle, which is why traction and wheelie control is so important.
It feels lively and lithe, like many streetfighter-style bikes with its flat bars.
On the highway it’s stable, around town it’s manoeuvrable and in the twisties it feels planted and precise, thanks to the premium Showa suspension.
It’s fully adjustable, but rather than playing around with the clickers, you can go to the instrument screen and put in the weights of you, pillion and any luggage and it will calculate the right settings. How clever is that!
Some claimed it felt top heavy, but I didn’t think so. The weight is carried low in the underslung motor. It feels a little heavy coming up off the side stand, but then it feels perfectly balanced.
Clever locking sidestand
I love the use of Harley’s clever stable side stand that won’t allow the bike to roll forward when parked downhill.
The low centre of gravity makes it easy to turn and quick to change direction.
However, the seat is 779mm high and is narrow so even shorter riders can get their feet flat down on the ground. I’m 183cm tall and I could still bend my legs with my feet flat on the ground. There is also a Slammer seat that is 25mm lower.
The Brembo brakes are powerful and have plenty of feel, but with the regenerative braking of the motor, you really don’t need to use them that often, although it’s nice to know they are there when you need them in an emergency.
Conclusion
At this price, it’s going to be a hard sell, even for cashed-up, early adopters and techno nerds.
But they will find this is not just some toy. It’s a serious, full-size, hard-charging, fun motorcycle that is both easy to ride and a hard charger for the adrenalin junkie.
Harley-Davidson LiveWire tech specs
Price: $US29,799 (about $A42,500)
Available: Next month in North American and Europe, late next year Australia and New Zealand
Colours: range, lime and black
Battery warranty: five-year, unlimited-km
Motor: H-D Revelation permanent-magnet, water-cooled electric motor
Power: 78kW (105hp)
Instant torque: 116Nm (86ft lbs)
Battery: Air-cooled 15.5kWh high-voltage lithium-ion battery (Rechargeable Energy Storage System)
Transmission: motor output shaft, 9.71:1 gear reduction, belt drive
Rider aids: Reflex Defensive Rider Systems (RDRS), Cornering Enhanced Anti-lock Braking System (C-ABS), Cornering Enhanced Traction Control System (C-TCS) and Drag-Torque Slip Control System (DSCS)
Technology: 4.3” colour TFT touchscreen, Daymaker LED headlamp, LED lighting, H-D Connect service connectivity and Harley- Davidson App
Riding modes: Seven selectable Ride Modes electronically control motor performance and level of RDRS intervention
Accessories: dual seat and tail, speed screen blade, decorative trim, hand and foot controls and cover with charging cord port
Touchscreen instruments
More tech specs
2020 Harley-Davidson LiveWire MODEL SPECIFICATIONS
Dimensions
84.1 in. (2,135 mm)
Overall Width
32.7 in. (830 mm)
Overall Height
42.5 in. (1,080 mm)
Seat Height, Laden / Unladen
30 in. (761 mm) / 30.7 in. (780 mm)
Ground Clearance
5.1 in. (130 mm)
Rake (steering head)
4.3 in. (108 mm)
58.7 in. (1,490 mm)
Tires, Type
Michelin® Scorcher® “Sport”
Scorcher® “Sport”
Tires, Front Specification
120/70 ZR17 58W
Tires, Rear Specification
180/55 ZR17 73W
Transmission Capacity
0.34 qt (0.32 L)
Coolant Capacity
0.8 qt. (0.72 L)
Weight, As Shipped
549 lb. (249 kg)
Weight, In Running Order
549 lb. (249 kg)
Gross Vehicle Weight Rating
949 lb. (430 kg)
Gross Axle Weight Rating, Front
434 lb. (197 kg)
Gross Axle Weight Rating, Rear
580 lb. (263 kg)
Drivetrain
Primary Drive (*Cert)
Spiral bevel gear , 55/17 ratio
Final Drive (*Cert)
Belt, 3/1 ratio
Transmission
Single Speed
Gear Ratios (overall) 1st (*Cert) (X.XXX)
Aluminum cast
Aluminum cast
Front Fork
SHOWA® 43 mm Inverted Separate Function Forks – Big Piston (SFF-BP®), fully adjustable
Rear Shocks
SHOWA® Balance Free Rear Cushion Lite (BFRC-lite®), fully adjustable
Wheels, Type
Black, Split 5-Spoke Cast Aluminum
Wheels, Front Dia. / Width
17 in. (432 mm) / 3.5 in. (89 mm)
Wheels, Rear Dia. / Width
17 in. (432 mm) / 5.5 in. (140 mm)
Brakes, Caliper Type
Dual 4-piston monoblock radial mount front, dual-piston rear
All LED, low beam, high beam and signature position lamp
Lights (as per country regulation), Tail/Stop
LED with light pipe tail
Lights (as per country regulation), Front Signal Lights
Lights (as per country regulation), Indicator Lamps
High beam, turn signals, ABS, traction control, EV fault
Lights, Rear Turn Signals
LED, Amber
4.3” WQVGA 480×272 TFT Color Display with Ambient Light Sensor, 9 warning lights, Real Time Clock and Integrated Bluetooth Connectivity to a Smartphone to provide infotainment features including turn-by-turn navigation, telephone, music, and voice recognition.
Electric Power Outlet
USB C-type; output 5V at 3A
EV Specific Content: Motor
Internal Permanent Magnet Synchronous Motor with Water Jacket cooling
The World Enduro Super Series enters the second half of the 2019 season with Britain’s Graham Jarvis leading the title chase on to round five at Red Bull Romaniacs. In the battle to become this year’s Ultimate Enduro Champion the Rockstar Energy Husqvarna Factory Racing rider tops the standings from Germany’s Manuel Lettenbichler (KTM), with Sherco Factory Racing’s Mario Roman (ESP) close behind in third.
Graham Jarvis – Hixpania Hard Enduro 2019
One of Enduro’s most-popular events, the 16th edition of Red Bull Romaniacs will see competitors travel to Sibiu from far and wide. The United Kingdom has the largest number of competitors at 79, followed by Germany with 60 and Australia with 31. A truly international event, riders from Hong Kong, American Samoa and Indonesia will also take to the start.
Red Bull Romaniacs 2018
Always a challenge, Red Bull Romaniacs has long been regarded as the world’s toughest Hard Enduro Rallye, and for good reason. Gearing up for its 16th edition, to affectionally be known as ‘Sweet 16’, the vast and expansive wilderness of the Carpathian Mountains are sure to serve up plenty of bite to go with the event’s formidable bark.
Adam Giles – Red Bull Romaniacs 2018
As per tradition, host city Sibiu will kick things off on Tuesday July 30 with the infamous Urban Prologue, before the bumper entry of competitors from over 50 nations embark on four ultra-demanding and testing off-road days in the surrounding mountains.
Graham Jarvis – Red Bull Romaniacs 2018
As the fourth championship leader in as many races, Graham Jarvis will arrive in Romania in peak form and off the back of winning rides at rounds three and four. With a record-breaking six Red Bull Romaniacs wins already to his credit, the Husqvarna rider is determined to top the podium once again and with it increase his lead at the top of the WESS standings.
Graham Jarvis claimed the Hixpania Hard Enduro win in 2019
However, a long list of the world’s best Enduro riders will be focused on denying 44-year-old Jarvis his 2019 WESS hat-trick. Sitting just 120 points behind him in second position is Manuel Lettenbichler. The privateer has been on top form throughout the series, edging ever closer to that breakthrough win. In 2018 he was one of the event’s main contenders and will be expecting to fight for victory once more.
Extreme XL Lagares – Manuel Lettenbichler
Thirty points behind Lettenbichler, Mario Roman in third is another rider delivering the goods in 2019. Already a podium finisher in all Hard Enduro races he has contested, the Sherco rider is eager to add another victory to his WESS tally. A rider who prefers the long days that Red Bull Romaniacs offers, Roman will arrive to Sibiu ready to impress.
Mario Roman claimed the WESS 2019 Round 1 win at the Extreme XL Lagares
As the 2018 winner of Red Bull Romaniacs, Sherco Factory Racing’s Wade Young is a rider who can’t be overlooked. Excited to start the 16th edition of the world’s toughest Hard Enduro Rallye with #1 on his bike, he will be a formidable force in the Carpathian Mountains. The South African is a powerful talent when it comes to mastering the long, energy-sapping off-road days and will be one of the main favourites for glory this time around.
Wade Young makes his way to the finish line and victory at Romaniacs 2018
Delivering some career best performances in 2019, Spain’s Alfredo Gomez (Husqvarna) came agonisingly close to winning round four, just losing out on a tie-breaker to teammate Jarvis. A multi-time podium finisher at Red Bull Romaniacs, the Spaniard has what it takes to reach the top.
Alfredo Gomez – Hixpania Hard Enduro 2019
Regaining confidence with a strong fifth overall at round four, defending WESS champion Billy Bolt (Husqvarna – GB) is beginning to put his pre-season injuries behind him. Hoping to continue that pace in Romania, Bolt will unquestionably be a rider to keep an eye on.
Billy Bolt – Hixpania Hard Enduro 2019
For Red Bull KTM Factory Racing the focus in Romania will be on returning to the podium having missed out since round two in France where Josep Garcia (ESP) topped Trefle Lozerien AMV. As the team’s only race winner in 2019 Garcia lies sixth overall ahead of teammate Jonny Walker (GB), Taddy Blazusiak (POL) and Nathan Watson (GB). While Classic Enduro specialists Garcia and Watson shouldn’t trouble the top five, both Walker and Blazusiak know they need podium results to return to the title fight.
Red Bull Romaniacs Podium 2018 – Wade Young, Manuel Lettenbichler, Jonny Walker
A two-time winner of Red Bull Romaniacs, and third overall in 2018, Walker will aim to put his experience to good use for the weeklong event. Blazusiak put in a strong showing during the opening days last year only to have his race cut short due to food poisoning. He will hope for better luck this time around.
Taddy Blazusiak – Hixpania Hard Enduro 2019
Seventh in 2018, Czech rider David Cyprian’s strengths lie in long distance races like Red Bull Romaniacs. A rider who lets his riding do the talking, JD Gunnex KTM mounted Cyprian tends to chip away at the results each day, getting faster as the week goes on. South Africa’s Travis Teasdale is another rider to watch out for on his Eurotek KTM. Lying 10th in the standings, Teasdale will be citing Red Bull Romaniacs as his breakthrough ride of the season. TTR Officine Rigamonti’s Pol Tarres (ESP) impressed with eighth at Hixpania Hard Enduro and targets another top-10 result at round five.
Travis Teasdale – Romaniacs 2018
With up to 34 competitors entered in the Gold class, additional riders to watch out for include USA’s Keith Curtis (KTM), South Africa’s Matthew Green (Husqvarna) and Brett Swanepoel (Husqvarna), Austria’s Michael Walkner (KTM), Australia’s Chris Perry, Italian’s Michele Bosi (Husqvarna) and Sonny Goggia (Husqvarna) plus Israel’s Suff Sella. Placing 34th at round four, Sandra Gomez (Husqvarna) will contest the Gold class for the first time at Red Bull Romaniacs.
Wade Young wins 2018 Red Bull Romaniacs
Regarded as the world’s toughest Hard Enduro Rallye, Red Bull Romaniacs begins on Tuesday July 30 with the city prologue in Sibiu before leading riders out into the wilderness of the surrounding Carpathian Mountains for four days of unforgettable Enduro riding. Filled with 12 artificial Enduro obstacles, Tuesday’s prologue will ensure a spectacular start to the 16th edition of the race as competitors go head-to-head in a series of qualifier races that determine the starting order for the opening day of racing.
David Cyprian – Red Bull Romaniacs 2018
Getting down to the business end of things, the four off-road days are a true test of stamina, skill, endurance and very often, determination. Starting at dawn, each day takes competitors deep into mountainous terrain as they scale isolated mountain peaks and navigate vast expanses of single-track forestry. Managing both machine and body, often riding alone and up to eight hours each day, is key to success in Romania.
Green attempting to push through wrist injury at Kyogle
Section: Competition
Salvaging points the goal for factory Yamaha E2 contender.
Image: John Pearson.
Yamaha Active8 Yamalube Racing’s Josh Green will attempt to push through this weekend’s fifth and sixth rounds of the 2019 Yamaha Australian Off-Road Championship (AORC) at Kyogle, despite suffering multiple wrist fractures on his way to a Penrite Hattah Desert Race podium two weeks ago.
Recently undergoing scans, it was determined the New South Welshman will not require surgery, however he was recommended an eight-week recovery period to allow the injury to adequately heal.
Green returned to the bike this week, albeit fitted with a wrist brace, to evaluate if Kyogle’s AORC would be on the cards – the number 99 ultimately feeling confident enough to take on this weekend’s double-header.
“I’ve pretty much been told I need eight weeks off to let it heal properly, but it’s really weird – it doesn’t hurt to push it forward, it only hurts in a lifting movement,” Green explained to MotoOnline.com.au.
“Obviously if I have a hard hit on it again, it’s going to be a lot weaker – there’s more chance of damaging it more. I had a little ride on Thursday with a wrist brace, and I managed to be able to ride – it wasn’t perfect, but I can ride. I’m going to try and race this weekend – hopefully it doesn’t get too rough and I can ride around and make it happen.”
Green is currently ranked second in the E2 championship standings following four-straight runner-up finishes in the category.
This MacnaBastic bomber jacket looks like casual wear, not a motorcycle jacket, yet it has a lot of protection and some clever features that make it ideal for next summer’s riding.
The European motorcycle clothing company makes some advanced technological gear with a lot of street smarts.
We’ve tested several of their jackets and they all seem to have some unique features such as the Aytee all-season jacket I used on last year’s Italian Alps tour.
Macna Aytee motorcycle jacket braves the Italian alps
Safety
All European gear now has to be properly certified and these jackets contain a lot of protective materials for abrasion and impact resistance.
This Macna Bastic jacket features CE-approved impact pads in the back, shoulders and elbows.
However, I don’t think the satin-finish polyamide nylon material would have much abrasion resistance.
Clever features
But it is the clever little additions that I like.
For example, there is a sunglasses hook to hang your sunnies on your chest.
Sunnies holder
It also has two deep outside pockets that won’t let your valuables fall out even if you forget to fasten them with the two snap buttons.
Deep pockets
Instead of the usual zip in the back to attach to your trousers if they have a matching zip, there is a simple snap tag that fits to your pants’ belt loop. Simple, easy to use and it works. Very clever.
Pants belt loop attachment
But the most clever thing is the venting system.
I didn’t think it would be very good in hot weather with its elasticised cuffs and waist band not allowing in any breeze.
However, there are two small zipped vents on the upper arms that direct air straight into your armpits for maximum cooling effect.
I tried it out in 30C heat in Portland, Orgeon, this week on the Harley LiveWire launch and it works!
Harley-Davidson LiveWire electric motorcycle
The front zip is also a clever two-stage zip.
If it’s cold, do it up to the tighter zip, but if it’s warm, zip up the second zip, leaving a 25mm-wide vent panel right down the front of the jacket.
Twi-stage zip with vent system
Of course, this won’t work if you are behind a windscreen.
But on a naked bike it almost feels like you have no jacket on at all; the air current is amazing.
There is also a strange, shallow pocket with no real fastener on the outside left chest. I do not have any clue about its purpose!
There is only one inside zipped pocket which is a shame, although it is quite big.
It’s also weather proof as are the pockets.
I haven’t yet been caught in the rain with this jacket, but I did give it a test in the kitchen sink and the interior stayed dry.
Macna Bastic bomber jacket
Satin finish Polyamide Nylon.
Soft polyester mesh liner with fixed Raintex waterproof membrane.
“SCS Lite” ventilation system.
Shoulder Safetech CE level 2, Elbow Safetech CE level 1.
Night Eye reflective panels.
CE back protector prepared, fitted with 12 mm EVA back pad.
Hoody holder, Air vents sleeves & back. Rear belt loop.
If you have been looking for an open-face helmet with Bluetooth communication, the new Sena Savage is the answer.
It features integrated controls, speakers and a microphone discretely in the brow section of the helmet.
As you would expect, it’s noisier than a full-face helmet, the microphone is not as quiet as in a full face helmet, but it’s equal to or better than the boom-mic units people attach to their open-face helmets.
And it is neater as well. The compact two-control functions on the side of the helmet are sadly visible, yet easy to use.
They work the same as the Sena 20S controls wth a button and a dial/button/toggle control.
With just those two controls, you can switch on/off, summon Siri, play music, answer and reject calls, pair t your phone and another intercom, summon an intercom user, skip tracks and change the volume.
The only problem I found with the Savage is that the amplifier and speakers are not powerful enough to provide adequate sound when I wear my filtered earplugs.
The filtered earplugs reduce the overall sound a little, but mainly they filter out the damaging wind noise that gives you tinnitus.
They allow you to hear important traffic sounds such as emergency siren and horns, plus listen to your music and phone conversations at a lower volume that doesn’t hurt your ears.
Unfortunately, this system is a little too quiet, so it’s really only useful up to about 80km/h.
It is a shame the Savage does not have the same volume levels as the Momentum Lite.
Still, it’s a very comfortable and useful helmet for around-town duties where an open-face helmet gives you extra vision to look out for errant traffic.
The quality of sound and noise-damping of the brow-mounted microphone is ok, but not great.
I talked to a few people on the phone while riding and they said it sounded a bit distorted at city speeds and over 80km/h there was to much wind noise.
That seems to be vindicated by this promotional video where the rider is mainly cruising around town.
Sena Savage
The Savage is now available in Australia in matte black in medium, large and XL sizes at $A499.95.
That makes it cheaper than buying a helmet and separate Bluetooth unit.
You can also buy optional long and short peaks and we imagine the three press studs would also fit many visors suitable for other open-face helmets.
It is the first open-face helmet with Bluetooth 4.1, connecting with three other riders up to 1.6km.
Like other Sena units, it is an intercom and has integrated 10-station FM radio which can be accessed hands-free with voice controls.
Talk time is 11 hours and the lithium polymer battery charges in three hours.
The composite fibreglass shell helmet weighs just 1100g and features removable and washable padding, with a nylon double-D-ring fastener.
