Tag Archives: Harley-Davidson Motorcycles

2021 Harley-Davidson Pan America 1250 Special | Top 10 Review

April 22, 2021 mcnews Leave a comment

2021 Harley-Davidson Pan America 1250 Special review — Riding the 2021 Harley-Davidson Pan American 1250 Special in California’s Mojave Desert. (Photos by Brian J. Nelson & Kevin Wing)

We just spent two days in the Sierra Nevada mountains and Mojave Desert of California testing the all-new 2021 Harley-Davidson Pan America 1250 Special. Over the course of two days, we rode about 350 miles on highways, twisting mountain roads and off-road trails that included gravel, sand, rocks and tricky climbs and descents. In one shot, Harley-Davidson not only built its first adventure bike, it also built its first sportbike and sport-touring bike. We’ll have a full review soon, but for now we’re sharing our top 10 highlights.

1. Revolution Max 1250 V-twin

2021 Harley-Davidson Pan America 1250 Special review Revolution Max engine V-twin — Cut-away view of the Revolution Max 1250 V-twin (Photo courtesy of Harley-Davidson)

Harley-Davidson’s base-model Pan America 1250 and up-spec Pan America 1250 Special (we only rode the latter) are powered by a brand-new engine called the Revolution Max 1250. It’s a liquid-cooled 1,252cc 60-degree V-twin with DOHC, four valves per cylinder, variable valve timing, a 13.0:1 compression ratio and hydraulic valve lash adjusters. Harley-Davidson claims that it makes 150 horsepower at 9,000 rpm and 94 lb-ft of torque at 6,750 rpm and redlines at 9,500 rpm. It packs serious performance and sounds fantastic, delivering generous, tractable power throughout the rev range. And multiple riding modes adjust power output and throttle delivery.

2. Semi-active Suspension with Adaptive Ride Height

2021 Harley-Davidson Pan America 1250 Special review adaptive ride height — The Adaptive Ride Height option on the Pan America 1250 Special can lower ride (and seat) height by 1 to 2 inches when the motorcycle comes to a stop.

The Pan America 1250 Special is equipped with top-shelf Showa suspension — a 47mm USD Balance Free Fork (BFF) and a Balanced Free Rear Cushion-lite (BFRC) shock, with 7.5 inches of travel front and rear. The suspension offers semi-active electronic adjustment that adjusts damping based on the selected ride mode, and it automatically adjusts preload to provide 30% sag regardless of the load. But the real game-changer is Adaptive Ride Height (a $1,000 factory option), which automatically lowers ride height by 1 to 2 inches when the motorcycle comes to a stop (the amount of ride height adjustment depends on preload). The system works seamlessly and is virtually undetectably, and it makes a huge difference in effective seat height, which is one of the biggest obstacles for some riders to overcome when considering an adventure bike.

4. Ride Modes

2021 Harley-Davidson Pan America 1250 Special review ride modes — A full-color touchscreen TFT display shows all of the ride modes and other menu options.

Like nearly every high-spec adventure bike, the Pan America 1250 Special is outfitted with a full suite of electronic rider aids. It offers multiple ride modes — Sport, Road, Rain, Off-Road, Off-Road Plus, Custom Off-Road Plus, Custom A and Custom B — which automatically adjust the engine map (power output), throttle response, engine braking, traction control, ABS, suspension damping and, optionally, Adaptive Ride Height. IMU-enabled “cornering enhanced” linked ABS and traction control are available in most modes, but the cornering function and rear ABS are disabled in certain Off-Road modes. Drag-Torque Slip Control, which is like traction control for the engine to manage rear-wheel traction during aggressive riding, as well as cruise control and hill hold control are also part of the package. Everything works well and the different modes have a big impact on the riding character of the bike.

5. Brembo, Showa and Öhlins

Adventure riders who buy top-level motorcycles expect the best components and latest-and-greatest technology. On many Harley-Davidson motorcycles, component suppliers are not identified, and brake calipers may be branded with a bar-and-shield logo. But the manufacturer of certain components matters to discerning customers, so Harley-Davidson made a smart decision and spec’d the Pan America 1250 Special with Brembo brakes, Showa suspension and an Öhlins steering damper. And all of the components performed to a high level in a wide range of riding conditions.

3. Wheels and Tires

2021 Harley-Davidson Pan America 1250 Special review spoked wheels brembo brake — Shown are the accessory side-laced tubeless wheels and accessory Michelin Anakee Wild tires.

Standard equipment on both the Pan America 1250 and Pan America 1250 Special includes cast aluminum wheels with a 19-inch front and a 17-inch rear, and they’re shod with specially designed Michelin Scorcher Adventure 90/10 tires. The larger front wheel is good for rolling over obstacles off-road but it does slow down steering somewhat relative to a 17-inch front wheel. The Scorcher Adventure tires offer good grip and handling on the street and they performed well for light off-road riding. We also tested the accessory side-laced tubeless wheels and accessory Michelin Anakee Wild tires, which give up some confidence and grip on pavement, but are excellent off-road tires, even at the higher “street” temperatures we were running. Harley-Davidson did its full range of development testing on both types of wheels and tires to ensure they met performance goals in a wide range of conditions.

6. Chain Final Drive

Harley-Davidson owners are accustomed to maintenance-free belt final drive, and in street-only riding conditions such a system works extremely well. But when off-road riding is involved, rocks and other debris can get wedged between the rear sprocket and the belt, causing damage that can lead to a belt failure. Although chain final drive requires some maintenance in terms of lubrication, adjustment and occasional replacement, it is the best solution in terms of weight, durability, minimal power loss and field repair. That’s why everything from dirt bikes to race bikes use chain final drive.

7. Chassis

To save weight, the Revolution Max 1250 engine is a stressed member of the chassis. Attached to the engine is a front frame element to connect the steering head, an aluminum midframe element behind the engine that is the attachment point for the cast aluminum swingarm and rear shock, and a steel tail section (subframe) that supports the weight of the rider, passenger and luggage/cargo. Overall the chassis is very stiff and robust, which contributes to the Pan America 1250 Special’s neutral, confident handling. Wheelbase is 62.2 inches, rake is 25 degrees and trail is 4.3 inches.

8. Adjustable Windscreen, Adjustable Seat Height and Adaptive Headlight

Adventure touring motorcycles are built to go long distances. They have upright seating positions with wide handlebars, and they have fuel capacities to go 200-plus miles between fill-ups (the Pan America has a 5.6-gallon fuel tank and an EPA-tested 46 mpg, which translates into 258 miles of range). The Pan America 1250 Special has a windscreen that is adjustable on the fly over a 1.8-inch range. Its rider seat has two positions — low (33.5 inches) and high (34.5) inches — and there are accessory low (32.5/33.5 inches) and high (34.5/35.5 inches) seats. As described above, Adaptive Ride Height can lower the rider’s seat height by an additional 1 to 2 inches. And above the Daymaker Signature LED headlight, which uses 30 LED elements behind a diffuser lense, the Pan America 1250 Special has a Daymaker Adaptive LED headlight that illuminates a series of three lights as lean angle reaches 8, 15 and 23 degrees.

9. It Rips!

Harley-Davidson has done its homework. It knows it is entering a very competitive segment with highly evolved adventure bikes from BMW, Ducati, KTM, Triumph, Yamaha and others. The Pan America 1250 is a high-profile motorcycle, not just within the adventure segment, but within the motorcycle industry at large. Can Harley-Davidson, a company known for its cruisers and touring bikes, build a competitive adventure bike? The answer is yes. On the road and off the pavement, the Pan America 1250 delivered an exhilarating, confident riding experience.

10. It Can Fly!

Claimed wet weight for the Pan America 1250 Special is 559 pounds. The accessory side-laced wheels and beefier skid plate add more weight. But when we found a gully that had a tabletop hill on one side, we couldn’t resist jumping the Pan America. We aired it out time and again, and the semi-active suspension provided a plush landing with no bottoming and no harsh rebound or kickback. Nothing broke. This is a solidly engineered motorcycle that has gone through extensive durability testing, about half of which was done off-road, and it took a licking and kept on ticking. No, most customers will not jump their Pan America 1250s, but if they wanted to, they certainly could!

Greg’s Gear:
Helmet: Fly Racing Odyssey Adventure Modular
Jacket/Pants: Fly Racing Terra Trek
Gloves: Fly Racing Coolpro
Boots: Fly Racing FR5
Knee/Shin Guards: Fly Racing 5 Pivot

2021 Harley-Davidson Pan America 1250 Specs

Base Price: $19,999
Website: harley-davidson.com
Engine Type: Liquid-cooled, transverse 60-degree V-twin, DOHC w/ 4 valves per cyl.
Displacement: 1,252cc
Bore x Stroke: 105 x 72mm
Horsepower: 150 @ 9,000 rpm (claimed)
Torque: 94 lb-ft @ 6,750 rpm (claimed)
Transmission: 6-speed, hydraulically actuated assist-and-slipper clutch
Final Drive: O-ring chain
Wheelbase: 62.2 in.
Rake/Trail: 25 degrees/4.3 in.
Seat Height: 33.5/34.5 in.
Wet Weight: 559 lbs. (claimed, no accessories/options)
Fuel Capacity: 5.6 gals.
Fuel Consumption: 46 mpg (EPA)

The post 2021 Harley-Davidson Pan America 1250 Special | Top 10 Review first appeared on Rider Magazine.
Source: RiderMagazine.com

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2020 Harley-Davidson Road Glide Limited | Tour Test Review

November 2, 2020 mcnews Leave a comment

American V-twin motorcycles are big, boisterous, and have an unmistakable rowdy personality. Love ’em or hate ’em, they immediately assert their presence in the parking lot of any roadside haunt. The thrum of a massive, torque-rich engine and a booming exhaust note have almost become synonymous with Harley-Davidson — best exemplified in its touring machines.

Receiving a spit-shine from the Bar and Shield marque, the 2020 Harley-Davidson Road Glide Limited replaces the Ultra in H-D’s touring bike lineup and adds premium finishes, along with high-tech options, to an already bright feather in the brand’s cap.

Subtle updates to the luxury long-hauler come in the form of a gloss-finished inner fairing, painted pinstriping, new badges on the 6.0-gallon fuel tank and fenders, as well as heated grips. A dizzying array of paint options are available this year, along with a Black Finish package ($1,900) that bestows an ebony touch to nearly every piece of hardware. New premium 18-inch Slicer II wheels are the soul mechanical changes, up from 17- and 16-inch wheels on the Ultra.

At its core, it’s still the same shark-nosed Road Glide with the bright LED Daymaker headlights, Boom! GTS infotainment, a massive top-case, premium Showa Dual Bending Valve suspension, linked braking by Brembo, a potent Twin-Cooled Milwaukee-Eight 114 powerplant, palatial seating and fit-and-finish fit for kings. This is a machine for the American V-twin touring faithful, dressed in full regalia.

The big news this year is optional tech. For $995, any H-D touring bike (save for the Electra Glide Standard) can be equipped with H-D’s Reflex Defensive Rider System, which includes linked-braking cornering ABS, lean-sensitive traction control, hill-start control, tire pressure monitoring and an engine braking management system to reduce rear-wheel lock when decelerating. We’ll dive into its functionality later.

What the Road Glide Limited yearns for is exploring the highways and hidden gems of your state. So, I did just that on this Tour Test, taking the RGL on a two-wheeled pilgrimage through Central California amidst a record-breaking heat wave and wildfires. Both made planning a route with reasonable temperatures and smoke-free scenery for photos a challenge, but it was a mere inconvenience compared to the challenge portions of the Western U.S. face, battling unprecedented drought and wildfires. The loss of life and property has been staggering, and our hearts go out to those who have had their lives upended.

With the Tour-Pak and saddlebags filled to the brim, I set off in search of more temperate weather. The fog-blanketed beach cities of California’s coast were more than tempting.

Santa Paula, California, is an unassuming agriculture town nestled in the nook of the Santa Clara River Valley. It’s quaint, quiet, and has loads of quality places to nab a breakfast burrito. It’s also where you can pick up California State Route 150 and venture into the Transverse Ranges, home to numerous legendary motorcycling roads.

2020 Harley-Davidson Road Glide Limited Horsepower — The Twin-cooled M8 powerplant has loads of torque and manages heat much better than its predecessor.

Action is relatively light on SR 150; it mostly saunters up the hills and allows me to take in the RGL’s lavish accommodations for the first time. At 5-feet, 10-inches, the Limited’s cockpit has everything I can ask for on a long ride. Its plush, supportive leather-bound seat is 27.2-inches high (laden), and the mini-ape handlebar provides all the leverage I could want while keeping me in a neutral position. Floorboards allow plenty of movement during droning freeway rides, although the brake pedal angle is a tad acute. Meanwhile, the triple Splitstream frame-mounted fairing with a tall touring windscreen offers excellent wind protection and airflow.

The Boom! Box GTS infotainment unit’s full-color TFT touchscreen has useful features like navigation, phone connectivity and vehicle data. Audio is clear, even when riding at freeway speeds, and the radio signal is downright impressive. Apple CarPlay and Android Auto are supported. However, you’ll need to have your device connected to the USB port in the fairing cubby, and also be wired in directly with a helmet headset to use them.

Branching off SR 150 is the legendary State Route 33, a road that any motorcyclist in California worth their salt has traversed. With more views and winding corners than you can shake a stick at, some might even be interested in calling it a day after taking it in. I’d recommend a quick break at one of the many overlooks on Pine Mountain.

Dropping into the flatlands, temperatures spike into the triple digits during the summer in the San Joaquin Valley, making the ride through oil towns such as Maricopa, Derby Acres (population 322!), and Taft a drag if it weren’t for the standard cruise control. Once in Taft, it’s time to top off the RGL because my next stop won’t be until Morro Bay, about 116-miles away and well within the bike’s 217.5-mile fuel range.

State Route 58 is a gem of a road with variety that’s rarely matched. Epic curves lead into long slogs through majestic wheat fields, and if the time of year and conditions are right, you might catch a California poppy super-bloom.

Roads like the 58 are where the Road Glide Limited shines. Our last 114 M8 engine produced a healthy 78 horsepower at 4,800 rpm and a stomping 104 lb-ft of torque at 2,900 rpm at the rear wheel on the Jett Tuning dyno. If you had doubts about the fully loaded RGL’s ability to get-up-and-go, put them to rest now, because she’ll compress you into the seat lickety-split. The 114ci M8 hums a nice, bassy tune with just enough visceral vibration coming through to let you know that it’s alive.

2020 Harley-Davidson Road Glide Limited MSRP

The 114’s chunky gearbox makes sturdy, positive shifts befitting of the RGL’s size. However, clutch pull is quite heavy, making clutch modulation during low-speed maneuvers tricky and taxing when in traffic. Luckily, all that luscious torque and well-spaced gear ratios will almost allow you to leave it in 6th gear, settling into a rhythm on a road like 58.

The 922-pound Road Glide takes some effort to lift off the sidestand and is cumbersome at low speeds, like many touring bikes of this size — plan your route carefully in tight spaces. Once you’re rolling, its low center of gravity and gentle handling perform well, and thanks to the Road Glide Limited’s frame-mounted fairing, steering is noticeably lighter than its Electra Glide brethren with fork mounted fairings. A bit of input on the mini-ape hanger bar and the RGL will tip in as quickly and as controlled as you’d like, holding a steady line.

2020 Harley-Davidson Road Glide Limited Seat Height — Spacious and comfortable accommodations are long-haul ready.

The non-adjustable 49mm Showa Dual Bending Valve fork with 4.6-inches of travel does a commendable job of hiding road impurities. The spring preload adjustable rear shock with 3-inches of travel can struggle to deal with hard-edged potholes but does soak up rough roads well, in general.

I did notice that when the pace picks up, the RGL’s plush setup, abbreviated suspension travel and older dual-shock chassis design show their limitations. Over long, fast sweepers, wallowing can be felt that serves as a warning to cool your jets. It never truly gets out of shape, but it’s as if the Road Glide is tapping you on the shoulder, saying, “More Grand Tour, less Gran Tourismo, kid.”

Branching off 58 is the short, but very sweet SR 229 — colloquially known as “Rossi’s Driveway.” This single-lane, undulating road sweeps through loads of twisting, blind corners in a roughly 8-mile stretch of tarmac and seems like something only a motorcyclist could dream up — hence the reference to Italian MotoGP star, Valentino Rossi. It’s still fun to hustle the big RDL on a road seemingly built for Supermotos.

With the sun setting behind the hills, I connected to State Route 41, making my way to Morro Bay. Even at dusk, inland temperatures this time of year are high. As you drop down toward the coast, the reprieve comes with each mile, eventually leading to a cool, socked-in beach city.

Morro Bay is a kitschy spot with beautiful views and seafood along the boardwalk, which isn’t a bad place to stretch your legs after a good ride. It’s a surf town with a vibe to match; things happen at their own pace here, unless you’re working the bustling docks or fishing boats. There’s plenty of affordable lodging, as well as more ritzy accommodations and even camping options nearby.

In the morning, we headed south on U.S. 101 in search of winding roads, jumping on SR 166 to Tepusquet Road in the Santa Maria Valley. Much like Rossi’s Driveway, Tepusquet sachets through the mountain range, diving in and out of the valley, with plenty of action to perk you up in the morning. There is something fun about wrangling a bike of this size through narrow, single-lane roads.

Brembo provides the braking hardware, with 300mm rotors all around. Feel at the lever is progressive and does require a generous pull if you need to stop in a hurry — like when wild turkeys run out in your path.

In those moments, H-D’s RDRS rider aid package goes from optional to mandatory. On compact, often dirty mountain roads, I’ll ride with more confidence when faced with corners filled with debris or obstacles.

Tepusquet Road spits you out into wine country, with grapevines as far as the eye can see, and onto Foxen Canyon Road. One can saunter along the Foxen Canyon Wine Trail or make the foliage blur along the respectably winding road. Asphalt here is something of a mixed bag due to all the agriculture vehicles, and again, highlights the need for a decent electronics package.

When I hit SR 154, I know that my ride is coming to a close. In a short time, I’ll be winding down the mountain in Santa Barbara, California, and reconnecting with U.S. 101 for the slog back into SoCal. The Road Glide Limited has been a fixture in American V-twin touring due to opulent rider and passenger comfort and massive storage capacity. In 2020, its chassis is beginning to show its age, but when it comes to luxury touring, the feature-loaded Road Glide Limited offers everything else one could want.

Nic’s Gear:
Helmet: Bell SRT-Modular
Jacket: Scorpion Phalanx
Pants: Scorpion Covert Ultra
Gloves: Racer Soul
Boots: Stylmartin jack

2020 Harley-Davidson Road Glide Limited

Base Price: $28,299
Price as Tested: $33,394 (RDRS, color)
Warranty: 2 yrs., unltd. miles
Website: harley-davidson.com

Engine
Type: Precision liquid-cooled, transverse 45-degree V-twin
Displacement: 1,868cc (114ci)
Bore x Stroke: 102.0 x 114.0 mm
Compression Ratio: 10.5:1
Valve Train: OHV, 4 valves per cyl.
Valve Adj. Interval: NA (self-adjusting)
Fuel Delivery: Electronic Sequential Port Fuel Injection
Lubrication System: Dry sump, 5-qt. cap.
Transmission: 6-speed, hydraulically actuated wet assist-and-slipper clutch
Final Drive: Belt

Electrical
Ignition: Electronic
Charging Output: 625 watts max.
Battery: 12V 28AH

Chassis
Frame: Tubular-steel double cradle w/ two-piece backbone & steel swingarm
Wheelbase: 64.0 in.
Rake/Trail: 26 degrees/6.7 in.
Seat Height: 27.2 in. (laden)
Suspension, Front: 49mm stanchions, no adj., 4.6-in. travel
Rear: Dual shocks, adj. preload w/ remote knob, 3-in. travel
Brakes, Front: Dual 300mm floating discs w/ opposed 4-piston calipers, fully linked & ABS
Rear: Single 300mm fixed disc w/ opposed 4-piston caliper, fully linked & ABS
Wheels, Front: Cast, 3.5 in. x 18 in.
Rear: Cast, 5.0 x 18 in.
Tires, Front: 130/70-BH18
Rear: 180/55-BH18
Wet Weight: 922 lbs. (as tested)
Load Capacity: 438 lbs. (as tested)
GVWR: 1,360 lbs.

Performance
Fuel Capacity: 6 gals., last 1.0 warning light on
MPG: 91 PON Min (low/avg/high) 33.0/36.3/43.1
Estimated Range: 217.5 miles
Indicated RPM at 60 MPH: 2,200

2020 Harley-Davidson Road Glide Limited Tour Test Review Photo Gallery:

The post 2020 Harley-Davidson Road Glide Limited | Tour Test Review first appeared on Rider Magazine.

Source: RiderMagazine.com

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Harley-Davidson Announces Podcast Series on LiveWire Electric Motorcycles Featured in “Long Way up”

September 24, 2020 mcnews Leave a comment

From Press Release:

The Harley-Davidson LiveWire® model is an exhilarating electric motorcycle that pushes the boundaries of performance, technology and design in the two-wheel world. When an opportunity presented itself to Harley-Davidson to showcase the LiveWire motorcycle’s capabilities and performance in the most extreme conditions, H-D seized the challenge for the unheralded 13,000 mile off-road trek. The process to accomplish this journey is documented through Harley-Davidson’s podcast series.

Listen to the H-D Podcast on Apple Podcasts and Spotify and subscribe to get new episodes of the show automatically each week.

This six-part series documents how near-production LiveWire models were modified to shred dirt roads, single track, and desert trails over 13,000 miles of extreme off-road conditions.

“Harley-Davidson stands for the timeless pursuit of adventure,” said Jochen Zeitz, Chairman, President and CEO, Harley-Davidson. This podcast series is a premier showcase for how Harley-Davidson’s talented staff of engineers and designers go above and beyond in their mission to create motorcycles that unlock adventures wherever they may lead. These efforts can be experienced in the 2020 LiveWire – a shining example of how Harley-Davidson innovates to lead in the electrification of motorcycling. It’s an experience that can only be truly understood after riding it.”

Harley-Davidson Announces Podcast Series on LiveWire Electric Motorcycles Featured in "Long Way Up"

Utilizing the same talented Harley-Davidson engineers and designers that developed the LiveWire motorcycle, a select group was assembled from the broader development team to modify near-production LiveWire models to complete the journey.

Together, this team designed, modified, and assembled a motorcycle in under 30 days. After initial testing, the team incorporated feedback to finalize ergonomic and storage systems on the bikes. In 60 days, the motorcycles were headed to the southern tip of Argentina.

The modified LiveWire motorcycles used production specification RESS (Rechargeable Energy Storage System) hardware, chassis, and Harley-Davidson Revelation powertrain components. In addition, the motorcycles were modified with prototype rotors, wheels, and tires from the upcoming Harley-Davidson Pan America adventure touring motorcycle, and custom windshield, rear shock, and triple clamps made specifically for this project.

Before delivery, both modified LiveWire motorcycles were evaluated at Harley-Davidson’s Willie G. Davidson Product Development Center for initial testing and ridden under similar development validation conditions at Harley-Davidson’s Proving Grounds facility.

Harley-Davidson invites you to experience the thrill and seamless acceleration of the motorcycle at the center of the adventure, the 2020 LiveWire motorcycle. In celebration of the global premiere of “Long Way Up,” available to stream now exclusively on Apple TV+, with every test ride a rider will receive a complimentary LiveWire t-shirt and limited-edition LiveWire poster. The poster is only available to those who test ride LiveWire models while supplies last.

Find an Authorized LiveWire Harley-Davidson® dealership near you and schedule your complimentary test ride.

Source: RiderMagazine.com

Motorcycle News, News

Harley-Davidson LiveWire Sets World Records at EV Racing Exhibition

September 15, 2020 mcnews Leave a comment

From Press Release:

A Harley-Davidson® LiveWire® motorcycle set all-new records for elapsed time and top speed by an electric-powered production motorcycle on a drag racing course on September 4. Harley-Davidson Screamin’ Eagle/Vance & Hines rider and three-time Pro Stock Motorcycle champion, Angelle Sampey stepped off her Harley-Davidson FXDR Pro Stock competition motorcycle to pilot the LiveWire bike to capture world record-breaking runs on the quarter and eighth-mile, covering the eighth-mile distance in 7.017-seconds and the full quarter-mile course in just 11.156 seconds at 110.35 mph. The 2020 LiveWire motorcycle’s top speed is limited to 110 mph.

The records were set during exhibition runs at the Denso Spark Plugs NHRA U.S. Nationals at the Lucas Oil Raceway in Indianapolis. This is another great pass at a bold future In Harley-Davidson’s quest to lead the electrification of motorcycles.

“Let me tell you what’s amazing,” said Sampey. “That was the first time I rode the LiveWire.” said Sampey, “I could not wait to get it on the track. The LiveWire is so easy to ride. Just twist the throttle and go, and you really go!”

Sampey and her Harley-Davidson Screamin’ Eagle/Vance & Hines teammates, Andrew Hines and Ed Krawiec, made a number of head-to-head drag race runs on stock LiveWire models, with Sampey posting the quickest times. Sampey is the winningest female in motorsports history with three-time Pro Stock Motorcycle championships (2000-2002) and 43 Pro Stock motorcycle wins.

The Harley-Davidson LiveWire motorcycle is an all-new, all-electric model designed to offer riders a thrilling and high-performance motorcycling experience infused with a new level of technology, and the premium look and feel of a Harley-Davidson product. The LiveWire motorcycle is capable of rapid acceleration with just a twist of the throttle – no clutching or gear shifting required.

As Sampey proved at Indy, the instant torque provided by the H-D Revelation powertrain delivers exhilarating acceleration from a stop; the LiveWire motorcycle can rush from 0 to 60 mph (0 to 100 kph) in 3.0 seconds and 60 to 80 mph (100 to 129 kph) in 1.9 seconds. Because maximum torque is always on tap, roll-on acceleration for passing from any speed is outstanding. An optimized center of gravity, rigid aluminum frame and premium adjustable suspension components give the LiveWire motorcycle dynamic handling. With up to 146 miles of range*, performance is optimized for the urban street-rider.

The H-D Revelation electric powertrain produces minimal vibration, very little heat, and minimal sound, all of which enhance rider comfort and creates a unique riding experience, even on the drag strip.

Licensed riders can take a complimentary test ride on the LiveWire motorcycle at select Authorized LiveWire Harley-Davidson® dealerships in the United States, Australia, Canada and most European countries.

*Riding range estimates provided following SAE J2982 Riding Range Test Procedure and are based on expected performance of a fully-charged battery when operated under specified conditions. Actual range will vary depending on riding habits, ambient weather and equipment conditions.

Source: RiderMagazine.com

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Apple TV+ Reveals “The Long Way Up” Trailer Featuring Ewan McGregor and Charley Boorman

September 1, 2020 mcnews Leave a comment

Apple TV+ has announced a trailer for Long Way Up, starring Ewan McGregor and Charley Boorman. McGregor and Boorman have two other critically acclaimed motorcycle adventure series, entitled Long Way Round (2004) and Long Way Down (2007). The Long Way Up covers 13,000 miles and spans over 100 days as the two travel from the tip of South America to Los Angeles, California. In the past, the duo has relied on motorcycles featuring internal combustion engines. This time, McGregor and Boorman made the entire trek on Harley-Davidson LiveWire electric motorcycles.

From Press Release:

The trailer for “Long Way Up,” the epic, new Apple Original series from stars Ewan McGregor and Charley Boorman is now available. The first three episodes of the 11-part unscripted series will premiere globally on Apple TV+ on Friday, September 18. New episodes will roll out weekly, every Friday.

“Long Way Up” reunites McGregor and Boorman for the ultimate adventure in travel and friendship after more than a decade since their last motorbike adventure around the world. In their most challenging expedition to date, the two cover 13,000 miles over 100 days from Ushuaia at the tip of South America to Los Angeles. In order to contribute to the sustainability of the planet, the duo travels on modified electric Harley-Davidson LiveWire® motorcycles.

Using cutting-edge technology, they travel through 16 border crossings and 13 countries along with their longtime collaborators, directors David Alexanian and Russ Malkin, who follow in the first two electric Rivian trucks ever made.

“Long Way Up” was created and executive produced by Ewan McGregor, Charley Boorman, David Alexanian and Russ Malkin.

Apple TV+ is available on the Apple TV app on iPhone, iPad, Apple TV, iPod touch, Mac, select Samsung and LG smart TVs, Amazon Fire TV and Roku devices, as well as at tv.apple.com, for $4.99 per month with a seven-day free trial. The Apple TV app will be available on Sony and VIZIO smart TVs later this year. For a limited time, customers who purchase a new iPhone, iPad, Apple TV, Mac or iPod touch can enjoy one year of Apple TV+ for free. This special offer is good for three months after the first activation of the eligible device.*

The Long Way Up Starring Ewan McGregor and Charely Boorman Trailer Released

Source: RiderMagazine.com

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Win a Harley-Davidson Low Rider S in H-D’s “Let’s Ride Challenge”

July 29, 2020 mcnews Leave a comment

Harley-Davidson’s latest riding initiative, the “Let’s Ride Challenge,” is offering several of prizes, including a custom 2020 Harley-Davidson Low Rider S. Riders can participate in several ways, from logging their rides on the Harley-Davidson app, to demo rides, or taking new rider courses. First and foremost, participants will need to sign up for the “Let’s Ride Challenge.”

From Press Release:

For more than 117 years, the experience of two wheels is Harley-Davidson’s contribution to the world to bring people together and help riders experience freedom for the soul. Now, more than ever, Harley-Davidson is showcasing the power of riding with the Let’s Ride Challenge.

Through riding-related activities, participants earn Let’s Ride Challenge entries for a chance to win prizes celebrating the community and spirit of two wheels including a custom 2020 Harley-Davidson Low Rider® S motorcycle and weekly drawings for additional prizes.

“More than building machines, Harley-Davidson stands for the timeless pursuit of adventure,” said Jon Bekefy, General Manager of Brand Marketing. “The Let’s Ride Challenge is Harley-Davidson’s invitation for all riders in this challenging time to rediscover adventure through socially-distanced riding to find freedom for the soul.”

Let’s Ride Challenge

Riders can earn entries by participating in the following:

Join the Let’s Ride Challenge to earn 5 entries

Join the Let’s Ride Challenge on the Harley-Davidson app and track miles
- Ride 0 – 600 miles to earn 5 entries
- Ride 601-1200 miles to earn an additional 5 entries

Demo Harley-Davidson® motorcycles
- Demo a Harley-Davidson® motorcycle for 5 entries
- Take a second demo ride for an additional 5 entries

Take Harley-Davidson Riding Academy New Rider Course and learn to ride to earn 15 entries

Ride Epic Rides

As part of the Let’s Ride Challenge, Harley-Davidson has curated rides from passionate members of the Harley-Davidson community and dealerships to provide new ways to get out of the garage and start riding again.

There are three types of rides to explore through a dealership or through the app, all while promoting safe and socially-distant riding:

Short Rides: It may have been a minute since the last ride around the block or seeing something new. These short rides can help mix up the daily routine.

Day Ride: Nothing helps seize the riding season more than a full day of riding. These day rides help plan an epic day trip.

Overnight Ride: Take a ride to celebrate what it means to get on the open road, all without crossing state lines. These rides will help plan an epic ride while riding responsibly.

We invite all riders, and riders of all skill levels, to celebrate life on two wheels:

Ask a local Harley-Davidson dealership about rides with fellow motorcyclists to experience new ways to interact with the riding community and discover new rides.

Download the Harley-Davidson App to plan a route, share it with friends, track a ride, and find epic rides nearby.

Win a Custom Harley-Davidson Low Rider® S Motorcycle

This customized 2020 Low Rider S motorcycle celebrates how the culture and community of motorcycle rallies have inspired Harley-Davidson motorcycle designs. The custom Low Rider S motorcycle is inspired by the 1980 FXB Sturgis and features a 117 Stage IV kit and a bevy of Harley-Davidson Parts and Accessories.

In addition, every week a winner will be randomly selected to win an assortment of Harley-Davidson General Merchandise and a Yoder Smokers Competition Pellet Grill.

Enter the challenge on July 31^st and explore all the ways to win at H-D.com/LetsRide.

Source: RiderMagazine.com

Motorcycle News, News

Harley-Davidson LiveWire Completes First U.S. Border-To-Border Ride

July 7, 2020 mcnews Leave a comment

California resident Diego Cardenas has completed the first known U.S. border-to-border ride aboard a Harley-Davidson LiveWire electric motorcycle. Cardenas’ journey began at the U.S. Mexican border and ended at the U.S. Canadian border, covering over 1,400 miles on his H-D electric motorcycle.

Harley-Davidson LiveWire Border-To-Border Ride

From Press Release:

In the past few months, the world has found new ways to celebrate momentous life achievements. Riding motorcycles has been one such outlet – especially new motorcycles that are groundbreaking, like Harley-Davidson’s first electric motorcycle, LiveWire.

Diego Cardenas, a California resident, was hoping to spend June 30, 2020, in Spain celebrating his 50th birthday. This Spring, he knew he was going to need a new plan, but he wanted it to be something he was passionate about — a trip he could do that allowed him to maintain social distancing but also be memorable and unique. So, he set on a new plan, riding his LiveWire motorcycle from the U.S. Mexican border to the U.S. Canadian border using the West Coast Green Highway, WCGH. The WCGH is a network of electric vehicle DC fast charging stations located every 25 to 50 miles along Interstate 5 and other major roadways in Washington, Oregon, and California.

“I wanted to be a part of Harley-Davidson history and have my future grandkids be able to talk about how their grandfather was the first H-D electric motorcycle owner to do such a ride,” said Cardenas. “I wanted to show the world that electric charging infrastructure is growing and be an inspiration for others to try riding electric motorcycles like the LiveWire.”

On June 22, Diego started his epic trip from San Ysidro, CA. He rode over 1,400 miles and on his 50^th birthday, June 30, he reached his goal by making it to the U.S. Canadian border town of Blaine, WA. Along the way, he did live social media reports of his progress and fans following along on his journey were able to meet him in person and cheer him on. He also made plenty of stops along the way to do a bit of sightseeing with his wife and eight-year old daughter who were along on the trip in a car.

“The trip was unbelievable, such a great journey,” said Cardenas. “The West Coast Green Highway is a really good idea, there are so many options that you can be confident you will get to where you need to go. Also, if you pull up and cannot use one charger, you have additional ones super close by. It’s darn awesome! Please spread the word, this is so doable. If you have an electric motorcycle, or any bike, just get out and ride during these challenging times. Do a road trip, it helps during these stressful times to free your mind and body to see new things.”

Cardenas’ journey can be found at this link, he also is the founder and creator of this page. His mission for the group is to bring together electric vehicle and non-EV riders to ask questions, get ideas and support the EV motorcycle riding community.

Source: RiderMagazine.com

Motorcycle News, News

Harley-Davidson Announces “The No Show” Winners

June 23, 2020 mcnews Leave a comment

This week Harley-Davidson wrapped up its first-ever weeklong motorcycle show hosted virtually on the brand’s Instagram page. Cleverly named “The No Show,” it featured builders invited by H-D and the postponed Mama Tried, Congregation Vintage Bike & Car, and Born-Free Motorcycles shows. More than 60 contestants from around the world participated, posting images and videos of their custom builds that varied radically in style– with three standout builds grabbing titles.

When the dust settled and the votes were cast, three winners rose to the top in three distinct categories:
Media Choice Award: chosen and presented by a journalist panel from industry-leading motorcycle publications.
H-D Styling & Design Award: chosen and presented by Brad Richards, vice president of styling & design at Harley-Davidson and long-time garage builder.
Harley-Davidson Museum Award: chosen by museum staff and presented by Bill Davidson, vice president of the Harley-Davidson Museum and great-grandson of Harley-Davidson’s Co-Founder William A. Davidson.

The winner of the “Media Choice Award” is Ben Zales of Burbank, California for his custom 1963 Harley-Davidson Panhead motorcycle. Journalists approved of the bike’s unique take and its ‘60’s era influence. Zales fabricated the bike in his home garage, building the tank, pipes, seat and controls from scratch. The interesting tear-dropped oil tank is designed to match the fuel tank, kicker-pedal and seat, visually tying it all together. Zales is no stranger to the custom bike scene, as he is a Born-Free 10 and 11 invited builder, as well as carrying the esteemed title of being a Mooneyes Hot Rod Custom Show 2019 invited guest. Check out a full walkaround of Zales’ build on Instagram.

2020 Harley-Davidson The No Show Winners — Ben Zales’ custom 1963 Harley-Davidson Panhead motorcycle. Photo credit: Ben Zales.

Picking up the “H-D Styling & Design Award” is Michael Lange of Waukesha, Wisconsin for his customized 1921 Harley-Davidson Banjo Two-cam Board Track Racer. Lange cleverly converted a single-cam Harley-Davidson into a twin-cam and also fabricated the cam chest, cover and gear rack – not to mention the camshafts, gears and oil pump. Notable features include H-D factory racing cylinder casting from a board track racer, and the gas tank is hand fabricated. Brad Richards of Harley-Davidson’s styling and design team said, “The custom build stood out for its beauty, but also as a pure racing machine with a re-engineered motor that keeps the bike performing.” Lange has been an invited builder to the Mama Tried Motorcycle Show since its inception. Click here to see a walkaround of the build.

Taking home the “Harley-Davidson Museum Award” is Christian Newman of Buffalo, New York for his svelte, all stainless-steel custom 1940 Harley-Davidson Knucklehead motorcycle that he designed and fabricated. H-D Museum staff chose Newman due to the thoughtfulness of attention to detail that his build showcases. Particularly interesting elements of the build include narrowing the transmission 2 inches, running the oil through the frame, feed, return and vent. The bike also boasts a sprocket and brake rotor mounted on the exterior of the frame, girder fork, open rockers, and vintage glass lenses in handmade housings. The handlebar, grips and controls are handmade as well. Newman is a Born-Free 12 invited builder and to check out his latest creation, click this link.

To check out all the entries into the The No Show, visit Harley-Davidson’s official Instagram page and scroll through the dizzying array of bikes on display, accompanied by a personal video of each builder, describing their custom motorcycles in detail. Limited edition merchandise from The No Show is available for purchase, with all proceeds benefitting the invited builders directly.

Those who missed the show can visit Harley-Davidson’s Instagram page to scroll through the array of bikes and tap into their favorites where they’ll see a personal video of each builder walking them through his or her masterpiece. A virtual “stage” to listen to acoustic sets is also still available as well as a “merch booth” featuring ultra-limited-edition The No Show t-shirts that can be purchased while supplies last, with 100 percent of T-shirt sales going directly to benefit invited builders.

Source: RiderMagazine.com

Motorcycle News, News

Retrospective: 1975-1978 Harley-Davidson/Aermacchi SXT-125

June 5, 2020 mcnews Leave a comment

1975 H-D/Aermacchi SXT-125. Owner: Michael Hopkins, Rohnert Park, California. Photos by Virginia Pearlman.

Here is an attractive little trail bike, built by Harley’s former Italian subsidiary, Aermacchi. Oddly, virtually nothing has been written about this model in the American moto-press. Your scribe has looked many places, and could not find a single road test. More than a dozen Harley histories are on my shelves, some of which never even mention the Italian connection, which went from 1960 to 1978. There is reasonable reportage on the four-stroke Sprint models, less on the two-stroke Rapido 125 and Baja 100, so I am making do with what we have.

Harley should be proud of the Italian connection, because it provided the company with four international GP racing victories when Italian road-racer Walter Villa won the 250 class in 1974, ’75 and ’76, doubling up in 1976 by winning the 350 class as well — riding a parallel-twin two-stroke built by Aermacchi with Harley-Davidson writ large on the fairing.

The name Aermacchi comes from combining the two words from the previous company, Aeronautica Macchi, with which Giulio Macchi began producing airplanes in 1912. However, being on the losing side in World War II, the company had to stop making airplanes and instead moved into basic transportation — the motorcycle. Early models used a four-stroke single from 175cc to 350cc with the cylinder lying forward, almost flat.

In 1960 Harley, aware of the popularity of bikes like Honda’s small OHC twins, looked at its own small bikes, a couple of rather antiquated 165cc two-strokes that had begun with the 125 Model S in 1948. Which was based on a German DKW bike, the designs for which had been given to the U.S. as part of war reparations. Now the Milwaukee suits tapped on the door of another WWII foe and cut a deal for half the company. In 1961 the first 250 models, called Wisconsins, arrived at dealers — shortly after which it was noted that this bike had nothing whatsoever to do with Wisconsin, and the name was quickly changed to Sprint.

In 1965 the first Italian-built two-stroke came into the country, a little 50cc model that the Harley dealers really objected to. Two years later that grew to 65cc, which did not help much, while the last of the DKW-based two-strokes vanished. Then the 125cc Rapido two-stroke came along in 1968, which was anything but rapid.

1969 was an interesting year for Harley, as an outfit called American Machine Foundry bought the motorcycle company. AMF was best known for selling golf carts and bowling equipment, and thought its sporting knowledge would work well with a motorcycle company. It did not. We won’t get into the Harley-Davidson snowmobile.

For 1970 the little Baja 100 two-stroke appeared, an off-road bike that appealed to quite a few riders. And it won its class in the 1971 Baja 1000 race. This was a serious effort by Harley to build a great desert racer and enduro machine, and they got a lot of help from the racers themselves. The engine was a Rapido cylinder sleeved down to 98cc. An automatic gas-oil mix was developed to simplify fueling.

Obviously AMF thought that this two-stroke connection was good, and bought the entire Aermacchi Company in 1974. Aermacchi could still pursue its European market, with Walter Villa’s racing, while the profits would go to Milwaukee. The following year was the last for the lone remaining four-stroke, a 250 Sprint.

And it was the first for the SXT-125, a well-designed trail bike that was meant to appeal to the rough-and-ready folk who had liked the Baja 100. The engineers at the Aermacchi plant in Varese built a slightly oversquare engine, with a 56mm bore, 50mm stroke, using piston-port induction. The cast aluminum cylinder liner had a chrome-plated bore, which was quite useful considering the rather serious 10.8:1 compression ratio, providing some 13 rear-wheel horsepower at a little over 7,000 rpm. Kickstart only.

An oil container under the gas tank held a little more than three pints; this had no sight window and the rider had to look carefully into the opening up by the steering head to see if more needed to be added. A Mikuni pump pushed the oil into the intake to mix it with the gas flowing through a 27mm Dell’Orto carburetor. Oil metering was controlled by the throttle, with one cable running to the pump, another to the carburetor.

Electrics were simple enough, with a flywheel-alternator charging a 12-volt battery, and easily adjusted points. Turn signals were mandatory. Up on the dash were two round instrument cases, one being the speedometer. The other, which did not hold a tachometer, served to house the ignition key and lights for high beam and ignition.

Gears took the power from the crankshaft to the wet clutch, then through a five-speed transmission with its own oil supply. The transmission sprocket had 14 teeth, the rear sprocket, 61. A useful primary starter allowed the bike to be kickstarted in gear after pulling in the clutch.

The frame used double downtubes, with a cradle running beneath the engine and serving as a sort of skid plate. A Ceriani fork did a good job up front, with Betor shocks at the back, adjustable for spring preload. Wheels were a 3.00 x 19 at the front, 3.50 x 18 at the back, both with five-inch, full-hub drum brakes. Wet weight was a respectable 240 pounds.

Seat height was almost 30 inches, with a saddle long enough to move about comfortably. No passenger footpegs. Good-looking machine, with an upswept muffler and 2.7-gallon gas tank. But dealers were not pushing them, and sales did not meet expectations. So what did AMF do? Sell the whole shebang in 1978 to an Italian company called Cagiva. And the “Cagiva HD SXT 125” became a bestseller in Europe.

P.S. Should any readers have information about this bike, please contact us at [email protected].

Source: RiderMagazine.com

Motorcycle News, News

Retrospective: 1999-2002 Buell X1 Lightning

May 5, 2020 mcnews Leave a comment

1999 Buell X1 Lightning. Owner: Jason Len, Arroyo Grande, California.

In addition to the weather phenomenon, the word lightning means fast, as in the speed of light or 186,000 miles per second. This motorcycle is not quite that fast; its speedo only goes to 140 miles per hour. But the X1 does get up there in an earthbound way, with a top speed close to that 140 mph, and a quarter-mile time in the 11s. Not bad for a bike powered by Harley’s 1,203cc Sportster engine.

Erik Buell, a longtime chassis engineer at Harley-Davidson and a serious racer, decided to go off on his own in the mid-1980s. His last accomplishment at Harley was the frame in the FXR series, which was greeted with great enthusiasm when introduced in 1982. Eric was a dyed-in-the-leather Harley enthusiast, having talked his way into a job in Milwaukee after graduating from the University of Pittsburgh.

In 1987 he began producing the RR1000 Battle Twin, building a drastically new frame holding leftover XR1000 engines, which had been used in those sporty Sportsters that did not sell well. When that XR supply ran out he moved to the 1,200cc engine, and did quite well with the Battle Twin line. Harley was so excited by this turn of events that in 1993 it bought 49 percent of the Buell Motorcycle Company, which gave Eric financial comfort.

In 1996 he came up with the S1 Lightning, a return to his basic concept of a “fundamental” sportbike — a bit too fundamental for many riders. He built 5,000 of these and had to listen to praise and damnation concerning its performance and appearance. Late in 1998 he elected to make it a little more pleasant to ride and change the look slightly, hence the X1.

The chassis is the most interesting aspect of the bike. The frame, a bit stiffer than that on the S1, was made of tubular steel in the form of a trellis, with sections coming down on both sides of the cylinders. A backbone connected to one of the most notable aspects of the bike, a subframe that was perhaps the largest aluminum casting seen on a bike. And it carried a modestly improved seat that held two riders without too many complaints. Beneath the seat a large rectangular aluminum swingarm helped the belt final drive get to the rear axle.

Buells had often been criticized for their limited turning radius, and on the X1 the steering head was moved forward slightly, giving an extra four degrees in steering lock. Still tight, but better…says the photographer who had to turn this bike around. A 41mm upside-down Showa fork with a rake of 23 degrees gave 4.7 inches of travel — and trail of 3.5 inches. It was fully adjustable, with spring preload along with compression and rebound damping.

The rear end used a single Showa shock absorber, which wasn’t really at the rear but was laying flat under the engine. There wasn’t room for the shock anywhere else, as the bike had a rather short wheelbase of 55 inches, five inches less than on the stock Sportster. Most shocks rely on compression as their standard, but this one used tension, pulling apart in response to a bump rather than pushing down. It had full adjustability, including ride height, with adjustments being best left to experts.

Cast wheels were 17 inches in diameter, with Nissin calipers, 6-piston in front and 1-piston out back, squeezing single discs. Because the Showa fork was already drilled for it, this bike’s owner added a second front brake disc and caliper.

And the engine? A mildly modified Sportster, an air-cooled four-stroke 45-degree V-twin displacing 1,203cc with an 88.9 x 96.8mm bore and stroke, and, yes, hydraulically adjusted valves, two per cylinder. The trick here was Eric’s Isoplanar rubber mounting system for this shaker. A standard Sportster shook like Hades when even mildly revved, and none of this was felt on the Buell machines. The engine was actually part of the chassis, with all the vibes going into a single longitudinal plane, and apparently this increased frame rigidity. Which requires understanding beyond the limits of this scribe.

Buell had developed his Thunderstorm cylinders and pistons for the S1, with better porting and 10:1 compression. A dynamometer rated the rear-wheel output at 85 horses at 6,500 rpm, an engine speed no rider on a stock Sportster would ever want to attain. For the X1 Eric tossed the 38mm Keihin carb and bolted on a 45mm Walbro throttle body using a VDO injection-control computer, labeled Dynamic Digital Fuel Injection. There was no increase in power; the system just made the engine run more smoothly. A triple-row primary ran power back to a 5-speed transmission and belt final drive.

The look was pretty sporty, beginning with the abbreviated front fender and a very small wind deflector over the headlight. When this bike came out of the factory it had big black boxes on both sides of the 4.2-gallon gas tank, the right one feeding the airbox and fuel injection, the left intended to keep the rear cylinder cool enough to not roast the rider’s leg. Underneath the engine was a spoiler intended to protect the shock and conceal the huge muffler. However, the owner of this X1 prefers the “fundamental” look and removed the black boxes and spoiler. He is careful about jumping curbs, as there are only five inches of ground clearance.

Dry weight is 440 pounds, 50 pounds less than the stock Sportster. People still complained about the seat, the vibration and a number of other things, but they were just pansies. The bike was intended for seriously sporty riders who didn’t mind a little discomfort as they kicked butt with an old-fashioned engine in a new-fashioned chassis. In 1999 the X1 and the Ducati 900 Supersport cost about the same; take your pick.

Source: RiderMagazine.com

MotorCycle News

Tag Archives: Harley-Davidson Motorcycles

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Win a Harley-Davidson Low Rider S in H-D’s “Let’s Ride Challenge”

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Harley-Davidson Announces “The No Show” Winners

Retrospective: 1975-1978 Harley-Davidson/Aermacchi SXT-125

Retrospective: 1999-2002 Buell X1 Lightning

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