MV Agusta will start the production of its Rush 1000 drag inspired naked bike in June this year. The first machines are expected to roll out of the Lake Varese hangars towards the end of the same month, ready for the well-heeled owners who pre-ordered their Rush 1000.
The MV Agusta Rush 1000 makes 208 horsepower
The mean looking Rush 1000 is powered by a 208 horsepower (212 hp with race kit fitted), 998 cc, in-line- four-cylinder engine. Maximum power is developed at a heady 13,000 rpm while the maximum torque of 116 Nm is reached at 11,000rpm.
Dry weight is 186 kg
Titanium con-rods swing the 79 mm pistons through a stroke of 50.9 mm.
MV Agusta Rush 1000
An eight-level traction control is aided by launch control and an EAS 2.1 two-way quick-shift and wheelie control system.
The Rush 1000 rides on fully electronically controlled Ohlins suspension
The twin-injector per cylinder fuel-injection system uses both Magneti Marelli and Mikuni components.
The MVride app allows you to tune the suspension and electronic rider aids
Öhlins Nix EC suspension units with electronic control and the aluminum and steel trellis frame are both adopted from the Brutale 1000 RR along with the Brembo Stylema calipers and the Bosch 9+ Race ABS.
Seat height is 845 mm
A 5-inch TFT dash includes bluetooth functionality for navigation mirroring from a smartphone. The MVride App can also be used to help tune the electronic suspenion and set-up the rider aids.
As an MV Agusta limited edition series, the Rush has many unique details such as the specially designed headlight unit, spoke front wheel, the minimalist rear subframe and passenger seat as well as the unique side exit exhausts.
A clean and minimalist tail
The livery of the MV Agusta Rush 1000 is shown in a dark metallic matt grey, Mamba red matt carbon and metallic bronze. The bodywork is a mix of carbon-fibre and thermoplastic.
An interesting feature of the Rush is the aerodynamic carbon-fibre rear wheel cover on the forged alloy rear rim to help emphasise the speed aspect of the machine. A design aspect that is reminiscent of the Gilera CX125.
Those short mufflers make a bold statement but there is no hiding that ugly pre-muffler beneath the machine
The optional Rush Racing Kit is composed of a light titanium dual exhaust silencer system with a dedicated carbon fiber cover and billet CNC machined inserts. It also includes an ECU tailored to the exhaust and tuned for maximum performance. Also included is a unique carbon fiber passenger seat cover.
At 186 kg dry the Rush 1000 is not particularly light for a naked bike but with the wizardry of electronic suspension and 208 horsepower to motivate it should provide a thrilling ride. At $62,490 ride away it damn well should do too…
MV Agusta Rush 1000
Timur Sardarov, CEO of MV Agusta Motors S.p.A.
“With the production of the Rush 1000 starting this coming June, we are right on track with respect to our 5 year industrial plan announced a few weeks ago. As we are breaking new ground in our expansion journey into new segments and new markets, MV Agusta will continue to produce amazing works of exclusive motorcycle art from its headquarters in Italy, remaining true to its heritage of performance, elegance and state-of-the art technology. I am sure this incredibly attractive model will meet the enthusiasm of the proud new owners.”
MV Agusta Rush 1000 Specifications
Engine – 998 cc in-line, four-cylinder
Compression Ratio – 13.4:1
Bore x Stroke – 79 x 50.9 mm
Max Power – 208 hp at 13,000 rpm
Max Torque – 116.5 Nm at 11,000 rpm
Induction – Magneti Marelli / Mikuni EFI
ECU – Eldor EM2.10
Front Suspension – Electronic Ohlins Nix EC (120 mm travel)
Rear Suspension – Electronic TTX (120 mm travel)
Front Brakes – Brembo Stylema four-piston calipers, 320 mm rotors
Rear Brake – Brembo twin-piston caliper, 220 mm rotor
MV Agusta has revealed two new colour schemes for its coming neo-retro superbike, the Superveloce 800.
Powered by a 798 cc triple-cylinder engine making a claimed 148 horsepower at 13,000 rpm and 88 Nm at 10,6000 rpm, the Superveloce will be priced at $33,690 ride away in Australia.
MV Agusta Superveloce 800
With a dry weight of 173 kg riding on fully-adjustable Marzocchi forks and Sachs shock the Superveloce is also armed with a full suite of electronics including Bosch 9+ ABS, an eight-level traction control system via Mikuni ride-by-wire throttle bodies and an Eldor EM2.0 ECU.
MV Agusta Superveloce 800
Customers can now choose from new liveries. To select the most attractive combinations, MV Agusta designers say they listened to their biggest critic: MV Agusta’s fans.
MV Agusta Superveloce 800
The first colour variant implies MV Agusta classic corporate colours, Ago Red and Ago Silver, relating to the rich racing history of the marque.
MV Agusta Superveloce 800
The gold wheels and frame details are inspired by the thoroughbred Italian racing machines from the past.
MV Agusta Superveloce 800
The second colour variant is Metallic Carbon Black and Dark Metallic Matt Grey with co-ordinated gold detailing on both the wheels and frame.
MV Agusta Superveloce 800
In MV’s words, this combination of colours provides a sophisticated sober feel, synonymous with the Formula1 racing of the 70’s providing a rich yet restrained alternative to the Corporate MV Agusta colours. We just reckon it looks pretty good.
MV Agusta Superveloce 800
Adrian Morton Design Director at MV Agusta’s Research Center CRC
“Following the presentation of the Superveloce 800 in Milano, we took on board feedback from both the public and importers and decided to create two colour schemes, both with a gold-finish frame, that accentuate the neo-retro theme, highlight the curvaceous styling and align the models to our brand values.”
Honda dealers throughout Australia this week welcomed to arrival of the new ADV150 in showrooms where it has gone on sale for an MLP of $5,799.
Honda ADV150
Now the words ‘adventure’ and ‘scooter’ are certainly strange bedfellows; but with 165 mm of ground clearance and 116 mm of travel via the Showa suspension the ADV150 does have a modicum of dirt road chops to back up its moniker.
For anyone that lives at the end of an unsealed road the ADV150 will make life easier than most scooters.
Powering the ADV150 is a proven liquid-cooled 149cc four-stroke OHC engine with PGMFI and its a twist and go affair thanks to the CVT transmission.
Windscreen can be adjusted without tools
There’s a two-position windscreen which the rider can adjust to alter the air-flow to the conditions without the use of tools.
The backbone of this rugged scoot is a duplex-cradle frame constructed of tubular steel that makes it stand out from the general scooter crowd.
Honda ADV150
An integrated 12-volt adaptor makes it easy to keep your personal electronics charged up when you’re on the go and is located inside the two-litre storage compartment on the left side of the cockpit.
A cavernous 27-litre main storage compartment is located beneath the sculpted and well-padded seat and will swallow a full-face helmet.
Matte Gunpowder Black Metallic
The Honda smart key system means that the key is not required to be inserted into the ignition.
Brakes are a combination disc-drum set-up backed up by ABS.
Available now the ADV150 is offered in three colours: Matte Gunpowder Black Metallic, Matte Meteorite Brown Metallic and Ross White.
Matte Meteorite Brown Metallic
Honda ADV150 Specifications
Engine – 149 cc, liquid-cooled, 2-valve, 4-stroke
Bore x Stroke – 57.3 x 57.9 mm
Compression Ratio – 10.6:1
Starter – Electric
Induction – EFI
Transmission – CVT
Drive – Belt
L x W x H – 1950 x 763 x 1153 mm
Tyres – 100/80-14 (F), 130/70-13 (R)
Brakes – 240 mm disc (F), drum (R) – ABS
Seat height – 795 mm
Ground clearance – 165 mm
Front suspension – Showa telescopic forks, 116 mm travel
Rear suspension – Showa piggyback twin shocks, 102 mm travel
Husqvarna’s LR (Long Range) variant of the 701 Enduro arrives in Australia next month priced at $18,345 +ORC. The 701 Enduro is the sister model of KTM’s 690 Enduro R and shares that monumentally strong, yet amazingly manageable, 692.7 cc single yet with the new Husky LR version the brand can now offer a single-cylinder model with a huge range thanks to its massive 25-litre fuel capacity.
This engine has redefined the single-cylinder with huge power and torque yet thanks to modern electronics is manageable and easy to ride.
At 25-litres, the 701 Enduro LR almost doubles the fuel capacity of the machines it is based on. The 13-litre underseat tank as seen on the other models, is joined with an extra 12-litre conventional tank to give a realistic touring range of 500 kilometres.
2020 Husqvarna 701 Enduro LR
That huge capacity is five-litres more than the 20-litre tank on the twin-cylinder KTM 790 Adventure.
2020 Husqvarna 701 Enduro LR
Husqvarna are claiming a dry weight of 155 kg for the 701 Enduro LR. That compares to 189 kg for the 790 Adventure or Yamaha’s Tenere 700.
2020 Husqvarna 701 Enduro LR
With a smooth running 74-horsepower and 71 Nm of torque this current generation motor has redefined single-cylinder performance.
2020 Husqvarna 701 Enduro LR
Unlike other singles from the KTM/Husqvarna stable the big-bore engine has long 10,000 kilometres service intervals and a solid two-year unlimited kilometre warranty.
2020 Husqvarna 701 Enduro LR
Despite it’s off-road focus the 701 also scores the full gamut of electronic safety aids that in their current generation work incredibly well. Seriously, forget what you know about ABS and traction control from earlier generation machines, we are now in a whole new world when it comes to the capability of these systems.
2020 Husqvarna 701 Enduro LR
Switchable ride modes, ride by wire, lean angle sensitive traction control and ABS along with a quick-shifter gives the 701 a higher performance suite of electronics than most sportsbikes could offer only a few years ago. It is no longer a case of see a bit of gravel and turn everything off, the systems now are so well tuned that they really are more a help than a hindrance. For lesser experienced riders this level of electronic smarts will help get them to more places easier than they could manage otherwise.
2020 Husqvarna 701 Enduro LR
It must be said though that it is still distinctly more an off-road machine than the multi-cylinder adventure bikes. Thus travels that are predominantly tarmac based are always going to be better suited to the larger machines in the class, for both the longevity and obvious comfort benefits that the more touring oriented machines bring to the party.
2020 Husqvarna 701 Enduro LR
The other barrier for the 701 Enduro LR is going to be price… The new 701 LR will be available in Australia from May 2020 at $18,345.
2020 Husqvarna 701 Enduro LR
As a turn-key option as they roll off the showroom floor the Husqvarna 701 Enduro LR ticks so many boxes, it’s just a pity the box is a bit spendy in the first place…
2020 Husqvarna 701 Enduro LR arrives is expected in Australia from May
Scooters. They’ve not quite established themselves in Australia as well as they have in Europe. Admittedly the boom in home delivery services has given them a proper sales nudge and I reckon the tide is turning. It’s easy to see why. They’re light, convenient, great in city traffic and for ducking about on. And then there’s the Maxi Scooter category, like the Yamaha TMAX 560. More of everything. Size, comfort, power, room, storage, pillion accommodation, everything. I spent some time on the new Tmax to try and get a feel for it.
Wayne tries the T-Max 560 on for size
You certainly notice the size straight away. It’s a big jigger. Positively massive in width across the seat. It’s like wrapping your legs around a horse. In fact I found myself sliding forwards a little on the seat when I knew I had to come to a stop, just so I could more easily put my foot down. For reference I’m just under 6ft (a smidge over 180cm). I guess that width is a by-product of having the very handy double helmet storage capacity under the seat, but it instantly conveys that this isn’t a nimble little urban jobby – it’s something different. That generous seat width also makes it a very comfy place to spend some time. Even longer haul highway hauls proved no issue at all.
Generous under-seat storage on the T-Max 560
There’s a couple of important buttons on the bars to be aware of, one to power on and unlock (on the left), and one to power off and lock (on the right). The unlock also allows access to the fuel cap and cavernous underseat storage when the engine isn’t running. Otherwise it’s an auto-lock arrangement which is handy. And no you can’t accidentally lock your keys in there as it’s a fob set-up. So that’s sorted.
Yamaha TMAX 560 controls
The start up procedure is pretty straight forward, if a little different, due to the CVT gearbox meaning that there’s no neutral. So the bike can only be started after tapping the unlock button and then thumbing the starter button on the right to wake it up and fire the grunty little parallel twin into life. It’s worth noting that it will only fire up if you have the side stand up and at least one of the brakes engaged. So you either have to be already sitting on it before starting it up – or if you like to let the engine warm up while you put your helmet and gloves on like I do, then you need to throw it on the centre stand. Worth noting for those that park their bike nose in to the shed like I do. Give yourself some room to rock it off the centre stand if that’s your plan.
Yamaha TMAX 560
As the CVT needs no clutch, in its place is a rear brake lever. Just like a mountain bike. Easy peasy. And decent brakes they are too. ABS jobbies at both ends with two calipers on the back (one activated by a park brake lever on the left of the bars). The ABS system works well, on both tarmac and gravel. Although to be fair, the TMAX’s smaller wheels make for a fairly exciting ride on loose sandy gravel with corrugations… Not really designed for that. Speaking of suspension – it’s fit for the job and all but the bigger hits are soaked up quite nicely. Bigger potholes do pass through a bit of a whack though. I think that’s as much to do with the feet forward riding position which means you can’t brace for impact or quickly lift your arse off the seat – so your butt and spine cop the load.
Yamaha TMAX 560
On the go the TMAX is a genuinely fun thing. That little twin and CVT combo offers a deceptive amount of performance. It positively slingshots from a stand-still and certainly brings a grin to your face as you rocket away from the lights. Wind that throttle on and it’ll sing at around 5 and a half grand or a little more and seamlessly pile on the speed. Ignore the power output as it doesn’t tell you the full story. It’s easily as quick if not quicker than a 100 hp bike with a regular box out of the blocks. And it’ll pull pretty much all the way around that analogue speedo…
Yamaha TMAX 560
That dash is one of my gripes though. Extremely reflective covers on both the speedo and tacho meant that on my commute which is into the sun each direction, the dials were at times nearly unreadable – all I could see was the reflection of my own chest. And the LCD screen in the middle seems like a bit of a missed opportunity.. Lots of space for not much more useful info other than a gear indicator and fuel gauge. Oh well. There is a handy little compartment on the right with a power outlet though – big enough for your phone, sunnies, wallet and probably a can of coke. Easily charge your phone while you’re on the go. Nice.
Yamaha TMAX 560
Styling wise I reckon it cuts a pretty good figure too. Very Euro looking. Sure there’s plenty of plastic, with a few different materials (all quite good quality) but it’s surfaced quite nicely. I am fairly partial to the satin paint look too. Most bugs came off fairly easily with just a blast of the karcher too – without needing any detergent so I’d assume living with it long term wouldn’t be too much of a chore keeping it clean and looking mint.
Yamaha TMAX 560
The generous fairing and screen offer terrific protection from the wind and weather, with no buffeting at any speed. And there’s plenty of room to stretch the pins out and stick them well forward. It’s honestly an odd feeling at first for someone who doesn’t see much scooter time – and certainly when combined with the Tmax’s low centre of gravity it makes it a little weird dynamically until you get used to it. You just need a little time to adapt and then you’re away and having fun.
Yamaha TMAX 560
Two-up it would be a fine thing no doubt with all that seat acreage available. Solid grab rails would make day trips a doddle for your pillion. And range is bang on 300ks if you throw in a bit of highway work, so you’d easily throw some distance down in a day.
Yamaha TMAX 560
I know plenty of folks who rate these pretty highly and I can see why. At the same time I’m in two minds. There’s plenty to like about it, but then it also doesn’t have the agility that makes smaller scooters such a giggle amongst traffic. So as a category the Maxi’s are competing against ‘regular’ bikes in my mind. And at 16 and a half grand it has plenty of serious competition, even from within Yamaha’s own ranks. The MT09SP is a serious chunk of change less and that’s a hell of a bike. One you could throw some luggage on if you chose to… And if you wanted more flexibility again, then the Tracer GT is not a lot more coin at 20 and a half. But I’m probably showing my personal biases there. There’s a reason these things are popular in Europe…
Yamaha TMAX 560
Final word. As I was returning the bike I bumped into another TMAX mounted rider. Needless to say he was fairly interested in the new model. After we exchanged pleasantries I asked him what it was that drew him to the Maxi scoot. ‘It’s just perfect! Plenty of storage for shopping or day trips. I can just jump on it and go anytime without much thought. And the girl loves being on the back – she’s much more comfortable on these than regular bikes.’ Can’t argue with that.
Yamaha TMAX 560
Why I like it
Cuts a stylishly Euro look.
Surprisingly quick. No seriously!
Massive underseat storage. And in dash storage too.
Motorcycle Test By Adam Child ‘Chad’ Photography by Simon Lee
Kawasaki’s Z H2, a supercharged 998cc inline four producing 197bhp and 137 Nm. However, despite its amazing, match-winning engine output, the Z H2 is anything but a race bike, and hides a split personality. This ridiculously aggressive H2 can be as docile as the friendly old dog that frequents the local streets, but with a snap of the throttle, will turn around and bite your leg.
Kawasaki Z H2
Love the chirp
The impeller on the Z H2 is smaller than the H2’s, but it’s sill spinning very quickly (with a 9.2 ratio impeller-to-crank speed), quickly enough to break the sound barrier and create a brilliant chirping sound. This occurs from around 6000 rpm and upwards, even at standstill, and is most noticeable when you close the throttle at high rpm.
Engine
While every other major manufacturer seems to increase capacity in search of extra power, Kawasaki has opted for a different and highly addictive alternative, a supercharger.
Kawasaki Z H2
Kawasaki’s first supercharged bike, the H2 (and H2R) launched in Qatar back in 2015, was a colossal 220 hp statement of intent – I know because I was one of the first outside Kawasaki to ride it.
The H2 was then refined, calmed and re-shaped as the H2 SX, a sports-touring mile muncher, which despite its sleek bodywork, shares many similarities with the new naked Z H2.
Kawasaki Z H2
The Z H2 uses the SX’s 69 mm diameter ‘balanced’ supercharger impeller to help deliver a huge vat of mid-range torque and low to mid-range power. Don’t be fooled; they haven’t added too much water to a quality Scottish malt, this Z H2 will double the length of your arms with a half-twist of the throttle.
That 197 hp peak figure is just 3 hp shy of Kawasaki’s benchmark superbike, the ZX-10R, while its peak torque, delivered at 8500 rpm, 1000 rpm earlier than the H2 SX, is 137 Nm versus 115 Nm for the ZX-10R sportsbike. The result is instant thrust that’s hard to keep up with at first. The rear tyre finds plenty of grip thanks to sophisticated electronics, so you just sit back and wait for the bike to try and rip your arms from their sockets.
Kawasaki Z H2
But there is that flip side. Flick into one of the softer rider modes and the angry tiger transforms into a lazy house cat. The throttle response is smoother than an Italian waiter’s chat-up lines. Even a relatively new rider could jump on the Z H2, ride to the shops and back and never feel intimidated. The original H2 was a little sharp on the throttle, but, as with the H2 SX, that has been ironed out with the Z H2.
Kawasaki Z H2
Rider aids and electronics
Obviously power is nothing without control, and Kawasaki has delivered. There are four rider modes – Sport, Road Rain, and a specific Rider mode which lets you pick and mix the rider aids and settings to your personal taste.
You can even turn off the traction control of you’re brave enough. The pre-programmed rider modes change the engine power, its character and traction control intervention. The rider aids are changeable on the move, and everything is clearly displayed on the latest TFT full-colour dash.
Kawasaki Z H2
The electronics are excellent, sophisticated and hard working – they have to be on a bike that will try and lift the front wheel in the first three gears. But the intervention is smooth not dramatic; not a power cut but a control.
In addition to the conventional riders aids, the Z H2 has launch control, cruise control, cornering ABS and an up/down quickshifter. The only negative aspect is the new switchgear, which takes a little getting used to.
Kawasaki Z H2
Handling
The ingredients are all there: Showa 43 mm SFF Big Piston forks, which are fully adjustable, a single Showa rear shock, now connected to a double-sided swing-arm not a single-sided unit like its supercharged siblings. Brakes are impressive Brembo M4.32 monobloc items.
Kawasaki Z H2
Kawasaki stresses this isn’t a track bike, On the road the handling is impressive, stable and predictable. The weight is noticeable, you can’t throw it around like a conventional lightweight naked, but it’s not bad. On the road, even at a brisk pace, I had few complaints, while the Rosso 3s gave great feedback at knee-down levels of lean. On the track I’d want to play with the suspension to get the right set up, but for 90% of the time the ‘showroom’ set up works.
Kawasaki Z H2
It’s just fun
Like a ZZR1400 or Suzuki Hayabusa, it’s almost impossible to ride slowly and legally, it’s so much fun. It has bucket loads of torque, but you can’t help but dance on the quickshifter to get the supercharger spinning again, which results in eyeball popping acceleration. Crack the throttle in second gear and 100 mph passes all too easily. You have been warned.
Let’s not mention the weight: At a claimed 236 kg the Z H2 isn’t a featherweight, but in Kawasaki’s defence it was never described or intended as such. On track, there are lighter, sportier super-nakeds with less power that would certainly show the Kawasaki a clean pair of heels if the track was twisty enough.
Kawasaki Z H2
However, despite the on-paper weight, the Z H2 carries it well, the suspension copes quite reasonable, and the extra kilos do add some stability and a sense of reassurance. The only downside is the bike’s physical girth; it’s noticeably wide around the fuel tank, which is a constant reminder of the weight of the bike.
Styling
Looks are subject to interpretation, but juding by social medi reactions the fan club for the Z H2’s styling is small. I wouldn’t describe the Kawasaki as ugly, but it’s certainly not going to be everyone’s taste.
Kawasaki Z H2
I like some aspects of the bike, the non-symmetrical face and huge air-duct on one side of the headlight in particular.
The trellis frame not only keeps the motor cool but looks attractive, the clocks are clear and the Brembo M4.32 calipers add an air of quality.
Kawasaki Z H2
The Z H2, like all recent bikes from Kawasaki, does have a feeling of quality. But I’m unsure about the look of the front end, the verdict is still out. What do you think?
Kawasaki Z H2
Price
At $23,000 in Australia, the Z H2 is quite aggressively priced in comparison to international markets. In the UK this bike costs the equivalent of $30,000 AUD.
Ducati’s larger 1200cc V4 Streetfighter is a lot more expensive, does have a little more power but less torque.
The downside to the Supercharged Zed is its running costs. Rear tyres don’t last long if you like to play a little. Then there is the fuel consumption; get the supercharger spinning and it will drink quicker than Trev at a press launch.
Kawasaki Z H2
Verdict
The limitation isn’t the engine but how strong your arms are. I can see the Z H2 appealing to Suzuki Hayabusa and Kawasaki ZZR1400 owners, a modern B-King for 2020 perhaps.
It’s refined, riddled in the latest rider aids, and the supercharger is very addictive.
Running costs are going to be high, but if you want something fuel efficient buy a Honda C-90.
If you can live with the looks, you’ve got one of the fastest accelerating bikes on the road.
Kawasaki Z H2
Kawasaki Z H2 Review Specifications
Specifications
Engine Type
Liquid-cooled, 4-stroke In-Line Four
Displacement
998 cc
Bore x Stroke
76 mm x 55 mm
Compression Ratio
11.2:1
Valve System
DOHC 16 valve
Fuel System
Fuel Injection
Ignition
Digital
Starting
Electric
Intake System
Kawasaki Supercharger
Transmission
6-speed, Return, Dog-ring
Suspension – front
Showa SFF-BP forks.
Suspension – rear
New Uni Trak, Showa shock
Wheel travel – f/r
120 mm / 134 mm
Ground Clearance
140 mm
Brakes – front
Dual 320 mm Discs
Brakes – rear
Single 260 mm Disc
Wheel Size Front/Rear
17M/C x MT3.50 / 17M/C x MT6.00
Tyre Size Front/Rear
120/70ZR17 M/C 58W / 190/55ZR17 M/C 75W
L x W x H
2,085 mm x 810 mm x 1,130 mm
Wheelbase
1,455 mm
Seat height
830 mm
Fuel capacity
19 litres
Curb Mass
239 kg
Max Power
147.1 kW (197 hp) @ 11,000 min
Max Torque
137.0 N.m (14.0 kgfm) / 8,500 min
Colour
Metallic Spark Black with Metallic Graphite Gray and Mirror Coated Spark Black
I’ve been riding and racing electric bikes for a few years and I’m a convert. Yes, I’ll always adore petrol engines, the smell of two-stroke still gets me excited like a toddler after an energy drink, but electric bikes are coming, and Harley-Davidson’s LiveWire is one of the best of the current crop. Let me explain why.
Adam Child on the Harley-Davidson LiveWire
If you’ve never ridden an electric bike before, or even showed an interest, let me put forward some siple facts and benefits. There is no noise, there are no gears and therefore no clutch or gear lever. Electric power is immediate: twist and go with no lag.
Torque is instant, which results in fast acceleration. There’s no heat from the engine or exhaust because there isn’t one, no petrol and therefore no need for a petrol tank, (yes, that’s a dummy fuel tank on the LiveWire). And the bike performs the same no matter what the altitude, weather or conditions.
Charging opportunities will be a big aspect of LiveWire ownership for those pushing the range envelope
Riding an electric bike is very alien at first, especially for experienced riders. But you soon appreciate the technology and advantages, like going from a landline phone to a mobile. After a ride, my kids can’t burn their paws on the exhaust when the bike is in the garage and I don’t melt in traffic from the heat normally generated from an air-cooled V-twin.
So, what is a Harley-Davidson LiveWire?
There are several production electric bikes on the market, but the LiveWire is the first to come from a major motorcycle manufacturer. Remember it’s not just a case of producing the bike, you must have a dealer network that supports the new technology, in Harley’s case this is over 250 dealers worldwide. You can walk into your local Harley showroom tomorrow and order one in most large motorcycle markets around the world, but unfortunately not yet in Australia as LiveWire is not set to debut Down Under until late this year.
Harley-Davidson LiveWire
The LiveWire is Harley’s most powerful bike to date, a quoted 105 bhp with 116 Nm of torque and a 0-60 mph time of three seconds; 60-80 mph in two. This isn’t slow.
To control the power you have four rider modes, Sport, Road, Rain and Range. These modes change the power characteristics, regenerative braking and traction control. The regen’ braking is like engine braking, and like the TC can be changed on the move.
There are an additional three custom modes, which can be specified to your needs and how you ride, for example: full power, no traction control or regenerative braking if you are brave enough. There is a six-axis IMU and therefore the traction control is lean sensitive. There is a noticeable change in the bike’s performance and character between modes, the Sport mode is certainly sporty, you have been warned.
The Harley-Davidson LiveWire features a TFT touch screen
The range is the big question and Harley is quoting 235 kilometres on a full charge in the relative steady Range mode, and around 160 kilometres of slightly more spirited riding. On a household socket, one-hour of charge equals around 20 kilometres of range, but on a fast DC charge, that time comes down to an 80 per cent of full charge in 30 minutes, and 100 per cent in an hour.
It’s worth pointing out that you may never fully drain the battery. In the same way you don’t let your iPhone run out of charge, nor do you let your fuel level in your bike drop to zero. Typically, you re-charge or fuel up once you’re in the red with 20 per cent or so left, which in this case means a quick 30-minute charge. That’s enough time to de-kit, have a coffee, check your phone messages and continue with a full charge.
A full-colour TFT dash with touch-screen controls and connectivity comes as standard, as do high spec Brembo monobloc calipers and fully-adjustable Showa suspension at both ends, this is a quality motorcycle, make no mistake.
The Harley-Davidson LiveWire also features fully adjustable Showa forks and Brembo brakes
All the fittings and design touches are high-end, the lines around the dummy tank are perfect, the ‘on show’ electric motor even looks good and is boldly on display, not tucked away. I like the design and feel, but the elephant in the room is the price; with Australian pricing expected to be in the $44K region, but no official figure announced as yet.
Yes expensive, but also comparable to exclusive, ‘high-end’ bikes from Harley. And don’t forget, you’ll never have to pay for fuel.
How does the LiveWire perform?
The norm on most electric bikes is to become immediately aware of the lack of engine noise, which amplifies the road noise, the clatter of bodywork, the noise of the final drive on the swing-arm. It sounds mechanically incorrect. But there are no such disconcerting noises on the LiveWire, this is the Bentley of the electric motorcycle world.
On the LiveWire there’s no intrusive mechanical or drive related noises, just smooth power
It’s super smooth, fuss-free and almost silent. Harley must have spent a colossal amount of effort and money ensuring the quality of fixtures and fittings. Like closing the door on a Rolls Royce, you instantly detect the quality just by the sound. Impressive.
Stopping 250 kg is no easy task, especially when you reduce the regeneration engine braking, but the powerful 300 mm twin discs with Brembo stoppers are more than up for the challenge.
The LiveWire also takes the title as fastest stopping Harley, backed up by ABS
This is one of the fastest stopping Harleys I’ve ever ridden. Even under hard use, the stoppers don’t fade. The ABS is a little intrusive on the rear, as the rear Michelin struggles to find grip under extreme braking, but otherwise faultless.
Like the brakes, the handling is head-and-shoulders above any road-going Harley I’ve ridden previously. Ground clearance is ample, it’s easy to achieve levels of lean other Harley riders can only dream about. Due to the long wheelbase, the initial turn-in is a fraction slow, but after that it just keeps leaning and leaning.
The LiveWire would also be the leader in the Harley line up, as far as possible lean angles, and performance
Fast transitions, asking too much of the chassis, can lead to a little insecurity, but this only occurs when you’re pushing the chassis to perform to track day levels of speed. For 95 per cent of the time for 95 per cent of riders the LiveWire is planted, secure and stable.
Complementing the handling is a huge tidal wave of torque. Full power mode will take even experienced riders by surprise, despite its weight and silence it can certainly drive hard from a standstill, enough to take your breath away at first.
The LiveWire is twist and go, with no clutch and no gears to worry about
From a standstill, it’s so easy to launch, as there isn’t any clutch or gears. Simply lay over the dummy fuel tank, twist and go. Form the lights it will even give a full-blown road-legal superbike a run for its money.
You end up riding the electric Harley harder than you really should as the power is so much fun and the handling there to match.
Belt final drive is also found on the LiveWire, alongside the sporty swingarm
Should you get carried away you also have a raft of helpful rider aids to keep the wheels in line. The traction control and re-intervention are smooth and effortless, and should you be worried about losing your licence you can always opt for a softer power mode. The combination of instant power, fun handling and non-intrusive electronics makes the LiveWire a truly enjoyable package.
Back in the real world, most LiveWires are going to spend some if not the majority of their life around town, which is when most electric vehicles make perfect sense, dare I say more so than their petrol counterparts. The LiveWire is like a twist-and-go scooter but with more than double the power to embarrass unsuspecting road users from the lights.
There’s also no engine heat to worry about for commutes and hot weather
Unlike any other Harley, there’s no heat, so even in the middle of summer you won’t feel like your testicles are being barbecued. Harley has even added a ‘fake’ pulse, which gives the feeling the bike is alive and reminds you not to mistakenly twist the throttle hoping for a blip of engine noise.
The weight is more noticeable at slow speeds, but I’m only 5ft 6in and never had an issue at slow speeds. But just remember, there is no engine noise so everyone can hear you swearing at bad drivers.
Is the LiveWire touring-ready?
A cruise control comes as standard and is simple and easy to use on the Livewire, simply set to 110 km/h, and with few vibrations and negligible noise, it’s a surreal experience cruising. Stability is excellent, which allows you to play with the informative clocks or simply enjoy the view ahead.
In Australia you’ll need to plan your longer trips around charging
The ergonomics are a little aggressive, reminiscent of Ducati’s Monster from a few years ago, with wide bars and a prominent stance. The seat is relatively comfortable, the suspension on the sporty-firm side, but with just a 160 kilometres range, you’re going to be stopping to rest and charge every 1.5 to 2 hours.
On our test ride around Barcelona, I was a little heavy with the throttle and spent too much time enjoying the tyre ripping torque. With heavy use, you need to start thinking about plugging in after around 120 kilometres, depending on the road and the weight of the rider.
A fast DC charge station can get you back on the road in 30 minutes in many cases
But ridden normally I believe a 160 kilometre range is easily achievable, possibly more. Ride for 160 kilometres, stop for a coffee, plug in and repeat. Touring is an option, it just needs planning, 400 kilometres a day with two half hour stops, that’s easily achievable. Plug in overnight at your hotel and repeat the next day.
LiveWire Verdict
The LiveWire is a true game-changer, the first mass-produced electric bike from a global motorcycle manufacturer, and it’s good. Forget the fact it’s electric for the moment; as a bike it’s fun, handles, looks good, is desirable, even has some character, which is incredibly difficult to inject on a silent machine.
The LiveWire offers a glimpse into the future of motorcycling
Yes, it’s expensive, and covering big miles in a day won’t be possible unless you have a support crew. But for everyday riding, it’s an impressive bike. Considering this is Harley’s first road-legal electric bike, they’ve got off to a good start, in many ways one of the best Harley’s to date and already one step ahead of the competition.
Who, ten years back, would have predicted that Harley would lead the way in electric bikes? I didn’t see that one coming.
Interestingly, it’s Harley bringing the first electric bike to the market from a major motorcycle manufacturer, as they expand their offerings to a much wider rider-base
After one of the longest public gestation periods in history the official word is now out on BMW’s opening shot in to the modern cruiser market-place. Be assured this new R 18 First Edition is not the only shot in the locker the Bavarians have in store for us.
BMW R 18 will arrive in Australia later this year priced from $26,890 +ORC
This first cruiser out of the factory is expected to land in Australia sometime in the third quarter of this year. The first shipment of bikes will all land with reverse assist which pushes the price point up to $31,690.
The R 18 First Edition can also be had without reverse-assist for $31,190, but these will not land until later shipments. First Edition bikes will sport signature double pin striping paint and chrome.
Exclusive First Edition BMW R 18
Later in the year slightly lower specification variants of the R 18 will land and start from $26,890. All prices quoted here are list and are subject to on road costs.
BMW R 18 seen with different accessories
Of course the options list for individualisation will be extensive. The bikes have an easily removable rear frame and the sky will be the limit when it comes to bespoke accessories.
Some of the different looks available via the BMW R 18 accessories catalogue
The star of the show though is always going to be that absolutely gargantuan barrel of an engine that is reminiscent of some sort of aircraft power unit. This first power-plant in the new cruiser displaces 1802 cc and will no doubt be seen in other sizes and states of tune in following years.
That engine sure makes a statement
With 90 horsepower at 4750 rpm this first iteration is not quite as hairy-chested as I might have expected but of course these bikes are always going to be about torque and this is where the focus has obviously been applied.
Torque is what it is all about
Peak torque of 158 Nm arrives at 3000 rpm but there is more than 150 Nm on tap from 2000 rpm to 4000 rpm. That puts the BMW pretty much on par with the latest Milwaukee-Eight donks from Harley-Davidson.
Over 150 Nm of torque available from 2000 rpm
I am very interested to see just how much crank weight has been engineered into the BMW engine and how much character the German engineers have been able to gain while still adhering to Euro5 restrictions. There must be a fair bit of reciprocating mass in there as the engine and gearbox unit weights 110.8 kg.
BMW R 18 on the road
The crank also runs an additional main bearing compared to most boxers in order to help support those extra long rods that push those 107.1 mm pistons through a 100 mm stroke. Red-line is 5750 rpm while the donk ticks over at 950 rpm when idling.
Beautifully uncluttered engine
I can imagine countless hours went into achieving a balance that addresses both but the Boxer lay-out has always been quite charismatic so I am sure it will deliver on this front. Hopefully it is better than ever with a nice lilt and timbre despite the massive task of meeting those legislative requirements.
48 mm throttle bodies are hidden behind shrouds which adds to the very clean and distinctive look of the engine.
Oil cooler seen below the timing chain cover tucker largely out of sight
This first state of tune must be fairly mild with the big mill only pushing a very modest 9.6:1 compression ratio. How long until someone hangs a turbo or supercharger off one as that low-comp would suggest the engine is ready for some boost to be pumped into it.…?
The exposed nickel-plated drive-shaft I thought might not make it fully into production because of some nanny state considerations, but it thankfully has made it across to the production bikes and looks ace. I guess it is no different than having a chain waiting to crunch any stray toes in a sprocket. Ask Daryl Beattie about that one, his Instagram handle is not hanginfive for nothing…
Nickel plated exposed drive shaft made it from concept to production, win!
While the shaft is exposed the rear suspension most certainly is not. BMW have obviously worked hard to tuck the rear shock and suspension well out of view. Giving the R 18 a distinctive hard-tail look to what is a cantilever rear end with 90 mm of travel and a shock that is progressive in its action and runs without a linkage. Preload is adjustable and it will be interesting to see if it handles the big hits that our shit-house Aussie roads can dish out.
The more minimalist optional rear seat
That seat is only 690 mm from terra firma and the long sloping fuel tank holds 16-litres of 95+ unleaded. Mid-mount pegs offer a laid-back riding position but there will be a large range of different seats and pegs on offer via the accessories catalogue.
One of the more comfortable optional seats on offer
The R 18 rolls on a 120/70-19 front and 180/65-16 rear which suggests it has been engineered for some agility despite running a wheelbase longer than a Fat Boy.
Tyre sizings suggest somewhat of a sporty bent to the R 18
The double-loop tubular steel frame must be strong as BMW have quoted a road ready weight of 345 kg and a permitted total weight of 560 kilograms which gives a very generous 215 kg load capacity. That also suggests that it may form the back-bone of some much larger cruiser machinery down the track. This first model is available with an optional 27-litre rear bag and a pair of 16-litre side-bags along with a small tank-bag also making an appearance on the options list.
BMW R 18 with various accessories
A single-disc dry clutch is hydraulically assisted and drives through a constant-mesh six-speed gearbox. The aforementioned reverse and hill-start control functions are optional extras but motor slip regulation, an electronic system that helps prevent rear wheel lock-ups on down-shifts similar to a slipper clutch, is standard.
BMW R 18 rolls on a 180/65-16 rear hoop
All the wiring appears to be well hidden inside the bars while the round instrument nacelle marries a bit of yesteryear with its conventional looking speedometer sporting ‘Berlin Built’ lettering just below the modern touch that is a small LCD inset.
Instrumentation
The mufflers are reminiscent of motorcycles made almost a century ago, but these days of course have to be much larger due to the need to house catalytic convertors. It must be an endless frustration for designers and engineers to try and give us what we want while meeting increasingly stringent noise and emissions restrictions. The challenge would be enormous, and I imagine relentlessly frustrating.
Long sweeping mufflers
A small oil-cooler is mounted just ahead and below the timing chain cover to aid the finned engine barrels while that crankcase, that humungous crankcase, is finished in a smooth grey that should hopefully prove easy to keep looking good.
That engine is certainly the heart of the bike, I hope it has the soul to match
The beefy 49mm telescopic forks are conventional items with the sliders heavily shrouded (as per the original R5 model of 1936), and finished in what appears to be a low sheen black. The fork stroke is 120 mm.
BMW R 18 fork stroke is 120 mm
The black theme continues throughout the bike which as a whole looks tastefully finished. LED lighting features throughout with a very DGR moustache-like daytime running light.
LED lighting throughout
The key can stay in your pocket thanks to a standard keyless ride system complete with remote control and the switchgear looks simple and intuitive.
BMW R 18 switchgear
Three riding modes come as standard on the R 18; ‘Rain’, ‘Roll’ and ‘Rock’ modes all offer differing engine response and traction control mapping to suit the mood. The ASC can be switched off when it comes time to bag it up.
The fine details seem to have been well addressed
Twin-disc stoppers up front look to be quite formidable four-piston calipers and these are aided by an equal sized 300 mm single disc rotor at the rear that is largely hidden from view on the left-hand-side of the bike, adding further to the distinctly minimalist rear end.
BMW R 18 seen here with accessory front rim
Various attachment points are provided for the hydraulic lines and cabling to facilitate the fitment of a wide range of optional handle-bars.
One of the various different bars on offer
Most of the engine covers are easily changed to differently finished items as they sit outside the oil galleries. Both Roland Sands Design and Vance & Hines are ready to run with BMW genuine accessories.
Exclusive First Edition BMW R 18
‘First Edition’ customers will receive an exclusive welcome box which includes the following:
Box with picture of the engine on the lid
Historical tank emblems (copper-coloured lettering)
Historical slotted screws (copper-coloured)
Assembly gloves
Assembly screwdriver (can also be used as key ring)
“R18 First Edition” cap
Leather belt with exclusive “R 18 First Edition” claspBook about the near 100-year history of BMW Motorrad
I am sure those with deposits already down are very eager to get their hands on what is a hotly anticipated machine. I can’t wait to ride it either.
Look forward to throwing a leg over BMW’s new cruiser
BMW R 18 Specifications
Engine
Engine
1802 cc / 110 cui Boxer Twin
Bore/stroke
107.1 mm/100 mm
Power
67 kW/91 hp @ 4,750 rpm
Torque
158 Nm @ 3,000 rpm
Type
Air/water-cooled 2-cylinder 4-stroke boxer engine
Compression/fuel
9.6:1 / premium unleaded (95-98 RON)
Valve/accelerator actuation
OHV
Valves per cylinder
4
Intake/outlet
41.2 mm / 35.0 mm
Throttle valves
48 mm
Engine control
BMS-O
Emissions
Closed-loop 3-way catalytic converter, EU5 exhaust standard
Electrical system
Alternator
600W
Battery
12/26 V/Ah maintenance-free
Headlight
LED low beam with projection module LED high beam with projection module
Honda’s Forza 300 high-specification mid-capacity scooter is now available in Australia for $8499 RRP plus ORCs, in two colour options – Pearl Horizon White and Matte Gunpowder Black Metallic.
Honda Forza 300 in Matte Gunpowder Black Metallic
The Forza 300 shares its 279cc, liquid-cooled fuel-injected SOHC four-valve engine with the popular SH300i, and has power characteristics tuned (via a gas flowed head, long reach spark plugs and altered valve timing) to deliver an entertaining ride at low, mid and high rpm – plus excellent fuel economy.
24 horsepower peaks at 7000 rpm, with 27 Nm of torque at 5750 rpm, with Honda boasting fuel economy of 31km/L, enough for over 350 km out of the 11.5 litre tank. An automatic centrifugal clutch works a V-Matic transmission (with ratios set for fast low speed reaction and smart acceleration) and belt final drive.
The Honda Forza 300 offers 24 horsepower, with switchable traction control – EU colour shown
Offering additional safety is Honda’s HSTC system, which detects any difference between the front and rear wheel speeds, calculates the slip ratio and then controls engine torque via the fuel injection to regain rear wheel traction, with the ability to turn the system off.
The 2018 upgrade saw the Forza 300 receiving a brand-new chassis, with weight centralisation and a total wet weight is 182 kg, while seat height remained 780 mm. Sturdy 33 mm telescopic forks are matched by twin rear shock absorbers – adjustable through seven-stages of spring preload – alongside an aluminium swingarm.
LED lighting is now found all round
A cast aluminium 15-inch front wheel is fitted with a 120/70-15 tyre while the 14-inch rear wears a 140/70-14 tyre, joined by a 256 mm single disc up front, mated to a 240 mm rear, with the benefit of two-channel ABS for braking control.
The Forza 300’s design lines flow back from its electric screen, controlled by a switch on the left handlebar, which adjusts through 140 mm of range, with full LED lighting also featured.
The screen is adjustable in a range of 140mm
Two full-face helmets can be stored under the seat, and it’s also possible to partition the storage area to house a helmet and/or rain gear and A4 sized bags. The front left inner fairing pocket is lockable, and its internal space can be arranged for the rider’s convenience, to hold a phone and water bottle, for instance. It also houses a 12V charging socket.
Underseat storage on the Forza 300 will fit two full face helmets
The Forza 300’s Smart Key – as well as controlling the main ignition switch knob and compartment locking – also manages the optional 45L removable top box. With the Smart Key in the rider’s pocket, the box automatically locks when the rider walks away.
Instruments present analogue speedometer and rev-counter dials flanking a digital display that can switch between three modes (controlled by a switch on the left handlebar): as well as regular dash info.
Sculpted for both style and aerodynamics, the Forza 300 is styled after the Forza 125, with modern lines designed to convey a sense of sportiness and freedom.
Kymco Australia have announced the release of the Agility RS 125 aimed at offering an effective delivery solution for $2790 +ORC.
2020 KYMCO Agility RS 125
The Kymco Agility RS 125 comes equipped with all the necessary features for modern day delivery including universal phone holder, USB charging port and heavy-duty rear carrier rack.
USB charging is standard
Powered by an efficient Kymco 125cc 4-stroke engine and twist and go CVT automatic transmission. Braking is disc at the front and drum at the rear.
The 125cc 4-stroke engine is twist and go
Available in a new black/white colour combination, the RS 125 is also supported by Kymco’s three-year warranty program.
Front disc brake
For further information on the 2020 Kymco Agility RS 125, get in contact with your local Kymco dealer or head to the website www.kymco.com.au (link).
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The MV Agusta Rush 1000 makes 208 horsepower
Dry weight is 186 kg
MV Agusta Rush 1000
The Rush 1000 rides on fully electronically controlled Ohlins suspension
The MVride app allows you to tune the suspension and electronic rider aids
Seat height is 845 mm
A clean and minimalist tail
Those short mufflers make a bold statement but there is no hiding that ugly pre-muffler beneath the machine
MV Agusta Rush 1000
MV Agusta Rush 1000
