Dale's Motorcycle Blog

Archive for the ‘Manufacturers’ Category

Jensen Beeler at A&R has kicked off a 3-part series on what Harley-Davidson needs to do to prevent the company from dying along with their aging demographic.  He starts off with the same premise I wrote about last summer, but really drills down into the details.  It’s a fantastic piece about H-D’s ongoing marketing failure.  Read the whole thing.

Vance & Hines and the AMA Pro Racing series have teamed up to create a brand new racing series for the Harley-Davidson XR1200.  Granted, the XR is the only Harley that can be said to have any pretensions to being a racing bike…of some kind.  A&R has taken the press release of the big announcement, and helpfully translated it, line by line, as follows:

“We have racing in our DNA, Harley-Davidson has racing in their DNA and we are truly thrilled to bring Vance & Hines and Harley-Davidson back into AMA Pro Racing,” Terry Vance, a prolific champion as both rider and team owner, said of the new series. “The XR1200 has proven to be an exciting platform for spec racing in Europe and this class will be a perfect cost-effective platform to showcase new talent on a national stage. Many of the finest motorcycle racers all over the world got their start in the AMA Supertwins class of the 1990s.”

Translated: We’re going to just lie for a minute and then justify this series with some loose mentioning of racing in the company’s past, which an entire generation doesn’t remember because it happened before they were born. First one to mention flat-tracking loses the argument…

AMA Pro Racing Chief Operating Officer David Atlas welcomed the new series, “Adding another element to our events with a series of this caliber will be a great benefit to our sport. The specification of the XR1200 package will put the premium on the rider’s ability and will provide a great new class of racing that has ties to the past.”

Translated: We’re actually telling the truth now. This series will really showcase a rider’s skill, especially while they try and maneuver a 600lbs motorcycle through chicanes with some of Milwaukee’s finest engineering from the 1950’s.

Read the whole thing, it’s priceless.

Oh, by the way, the big purse for the winner is…$2,500.  So, building an XR1200 into a race bike will be, like, totally worth it.

Motorcycle Daily takes note of Triumph’s sales strength in the US, while other manufacturers’ sales are slumping.  They explain it as follows:

The advantage Triumph has is its heritage of triples and parallel twins. Virtually no other company has this heritage, and Triumph can therefore develop motorcycles that have very little competition in the market. “Competition” here means similar heritage and design.

When Triumph realized the folly of competing with the Japanese in the inline-four cylinder supersport market, and abandoned that format for the 675cc triple, it instantly found success. The triple gave it a different exhaust note, broader power curve, narrower engine and chassis, and, most importantly, a tie to its heritage of building performance triples.

While everyone else is building v-twin cruisers, Triumph cruisers are parrallel twins with a strong heritage that includes Marlon Brando, among other notable reference points.

Triumph Sprint ST

I’m not sure that the “parallel twin” argument carries much weight.  The Big Four all have a number of parallel twins.  But the Bonneville, Scrambler and Thruxton definitely  have a certain recognizeable heritage, especially to people in their 40’s, like me.  We remember those bikes from when we were kids.  They were really–outside of the then-monster Harleys–the gold standard of style and power in an era where the 500cc motorcycle was the big boys bike.

Where MD really hits the nail on the head is Triumph’s dominance of the triple powerplant.  Other than Benelli, which is hardly a premier marque in the US–Triumph stands alone with a line of three-cylinder motorcycles.  Based on sales figures, a number of riders seem to be learning that the Triples have a unique performance advantage compared to the twins or I-4s.  Triumphs offer the low-end grunt of a twin, without sacrificing the high-end horsepower you get from an I-4.

They also have a distinctive look.  Triumph really has hit it out of the park in terms of styling, whether it’s the retro-cool of the Scrambler, or the smooth modernity of the Sprint ST–with a single-sided swingarm, no less. (Not all of Triumph’s bikes are a hit with everyone in the looks department, of course.  The agricultural engine of the Rocket III really divides opinions sharply.)

Triumph also competes aggressively on price.  For instance, the 2010 Sprint ST sells for $12.7k, while the big four are pushing their STs at $15K and up.  They really are an outstanding value for the money.

John Bloor really has done a fantastic job of bringing this venerable brand back to life.

Now, If he could just get the Sprint fitted with a shaft drive…

Buell 1190RR

Erik Buell Racing has unveiled it’s first brand new racing bike, the 1190RR.  the 1190cc 72° V-Twin shaves 30 pounds off of the 1125RR, giving it a dry weight of 360lbs, with engine output sporting a boost to 185HP, and 93lb-ft of torque.

That puts the 1190RR’s specs into WSBK territory.  And in that vein, the bike is kitted out to full superbike race spec.

The multiplate-slipper clutched transmission can put that power to the rear wheel in six different gears, via a chain final drive.

It’s also a pretty sharp-looking bike, with a full fairing, instead of the controversial air scoops on the side.

So, I guess the only question remaining about this race bike is…where can you race it.  It isn’t homologated for either AMA or WSBK, so that’s right out.  And, of course, it’s not street-legal in any way, shape or form.

So, at the moment, even if you do get one, you still have to figure out what you can do with it.

Victory Motorcycles has announced a new, high-powered version of the Vegas.  The new bike has a set of Stage 2 cams to pump up the output of its 106ci V-Twin.  The special edition Vegas will sport 97HP and 113 lb-ft of torque.  Victory will only be producing 100 of them, however, and pricing them at $15,999.  Oh, and you have to order it before the end of February, for March delivery.

Victory Vegas LE

The Aprilia RSV4 has been one of this year’s most eagerly awaited motorcycles.  It seems like it’s only just hit the showroom, however, and Aprilia is already issuing a serious recall.  Apparently, the problem–which hasn’t yet actually occurred in any of their motorcycles–requires replacing the entire engine.

Following extensive testing and verification, the Italian manufacturer assessed that one component in a small group of engines assembled during a specific time period had failed to meet stringent factory quality standards, resulting in an unacceptable risk of future engine failures. To-date, there have been no warranty claims related to this potential issue in the U.S. market. However, in line with the premium quality standards of Aprilia motorcycles and potential safety implications, the manufacturer and its dealerships are committed to immediate action to ensure complete Aprilia owner satisfaction.

Kudos to Aprilia for recognizing and immediately fixing the problem.  Unlike some manufacturers, for instance, one that hasn’t admitted their bikes have a final drive problem (cough–BMW–cough).

It’s been a while since there’s been any real news of substance about Motus Motorcycles, but the Feb 2010 issue of motorcyclist has a feature article (PDF) on the new sport-tourer, that reveals some of the specs of the new machine.

The MST-01 sport tourer is expected to weigh 545 lbs–substantially less than the current generation FJR or Connie, and will be powered by a 90° V -4 with an expected output of 140HP at 7,800 RPM and 120 lb-ft of torque at 4,500RPM.  That torque figure seems…high.  Tire-shreddingly so.  That power will be channeled through a 6-speed gearbox to a chain final drive…and that last bit is where they lose me.  It’s 2010.  I’m not gonna spend my Saturdays lubing a chain like some kind of animal.

The MST-01 will have integrated luggage, including an interestingly-designed two-position trunk.  The price point for this is supposed to be competitive with a fully-equipped BMW K1300GT, so let’s call it $25k out the door.

Working prototypes are supposed to be hitting the test track later this year, with 2011 production models available as early as this December.

Honda USA has announced the pricing for the manual-transmission version of the VFR1200F as $15,999.  Still no pricing for the dual-clutch model, but we can expect it to be significantly higher, I suppose.

I guess I still don’t get it.  Who is this bike for? Certainly not touring people, who will hate its “fuel-suckery +_small tank = limited range/no standard luggage” equation.  Not sport-bikers, who’ll hate dragging around it’s lardy bulk.  Honda had the chance to bring out a really game-changing sport-tourer or hyperbike.  People who’ve rode it say it’s nice, but not spectacular.

Even the old VFR fans I’ve talked to seem disappointed by the specs for the 1200.

And, for 16 grand–probably 17 grand for the duel clutch version…well, that’s almost in BMW territory.

Somehow, I don’t see K13GT riders making a switch to the VFR any time soon.

Hell for Leather is reporting that Suzuki will not be importing any of their 2010 model motorcycles to the USA.  Due to the slowness of US motorcycle sales, Suzuki has seen their sales decline to 434k motorcycles for the first three quarters of this year, compared to 772k last year.

So, until the current inventory has been absorbed by buyers, no new bikes will hitting the US from Suzuki.

As of this afternoon, Harley Davidson announced that Erik Buell has left the MoCo, and is opening a race shop.  His new venture, Erik Buell Racing LLC, will specialize in creating race-use only 1125r motorcycles under a lciense from Harley-Davidson.

As such, he will no longer be an employee of Harley-Davidson, and will once again be directly involved in the motorcycle racing world.

The fascinating question is whether or not this is just a stop-gap venture to take up his time until February 2011, when his no-compete contract with H-D expires, and he is free to join up with another motorcycle company to begin building bikes for the rest of us again.

The full press release from Harley-Davidson is below the fold.

Read the rest of this entry »

For the 2010 model year, KTM announced a while ago that they would undertake a “strategic price realignment” to make their bikes more competitive in the US marketplace.  That’s probably a wise move, considering that KTMs, while nice bikes, have always been very pricey.  But the announcement didn’t give us much of an idea of what “strategic price realignment” meant to the Austrians.  Now we know.

2010 KTM RC8

First up is theKTM RC8, the base-model superbike with the 1190cc V-Twin engine.  The price for this bike has been slashed by $3,000, with a new MSRP of $16,498.

The RC8’s 1148cc V-Twin mill pumps out 155HP at 10,000RPM and 88.5 lb-ft of torque at 8,000RPM.  Without fuel, the ready-to-race weight is 405 lbs.

2010 KTM RC8 R

But, maybe you’re one of those lusty, gusty fellows who needs a bit more power.  If so, the RC8 R, with it’s 170HP , 1195cc V-Twin, and upgraded components, has also been priced significantly lower, at 19,998.  They’ve got red Bull and Akraprovic special edition models, at slightly north of $23k, but the R model is now superbike ready, at a bit less of a superbike price.

All of the other KTM models, including the popular–but agonizingly ugly–990 Adventure also see similar price cuts.

2010 KTM 990 Adventure

Aaaaaugh!  My eyes!  My eyes!  The pain!

I’m sure uglier motorcycles have been seen out on the road.  But not by reliable observers.

I hear it’s quite popular among the well-to-do adventure biker set, though.

For a motorcycle brand with such a relatively small group of owners, Buell Motorcycles evoke fierce loyalty.  So, H-D’s decision to kill the brand hasn’t been well received.

As an expression of that displeasure, Hell For Leather Magazine is offering special T-shirts, for both men and women.

"Free Eric Buell" T-Shirt

That’s the anger.  Now comes the sadness.  Hell For Leather also has this picture, taken of a dumpster outside Buell’s East Troy factory.

Not all of the baby turtles make it to the ocean.

And now, finally, we come to the rumors.

I got a call this evening from a fellow who related a rumor that, just prior to the decision to eliminate Buell Motorcycles, Harley-Davidson had gotten an offer–or, at least, the proposal to make an offer–from Bombardier (the parent company of Victory Motorcycles and Can-Am Spyders) to purchase the Buell Division from H-D.

Now, nobody else I know has mentioned this, but I did find a mention of this rumor, or, rather, a similar one, at Motorcycle Daily:

There are of course rumors about Erik Buell traveling to Canada to meet with Bombardier (makers of the Can-Am Spyder). The font of this rumor, a guy posting on a chopper forum, claims a reliable source, but his credibility is undermined, as he lists his hometown as “Bonertown” in his profile.

So, I can definitely confirm that there is a rumor about Buell and Bombardier, for all the good that does you.  Unfortunately, that’s all I can confirm about Bombardier.  Unless Chopper-Boy from Bonertown has really good sources, it’s probably just an internet rumor, so you shouldn’t get your hopes up about Erik Buell applying for Landed Immigrant status in Montreal.

I can say this, however:  I do know that there are a couple of people outside Milwaukee who are very interested in talking to Erik Buell about…ummm…pursuing new challenges.  As soon as his 15-month non-compete agreement with H-D expires, of course.

And, for right now, that’s all I have to say about that.

UPDATE: What was I thinking?  Victory’s parent company is Polaris, not Bombardier.

ATK CEO Frank White has sent me the following email in regards to the deal that ATK has made to sell American-assembled motorcycles from S&T:

Buon Giorno from EICMA Italy (Motorcycle Show)

One of our Harley Dealers is a regular to your site and suggested I make some comments to the recent posts to set the record straight. I normally avoid BLOG’s however, what the heck, your site seems quite good and your information is factual.

A comment on ATK taking the place of Buell on some BLOGs.

We are NOT working through the H-D Dealer network under the endorsement or support of the Harley Davidson Motor Company in any way. This is stated on the press release.

We are NOT going to be making products in the same market niche/segment that Erik Buell was making. Erik is a Maverick in innovation and development in his part of the industry and we would be fools to try and step in. Obviously with H-D pulling the plug has created a vacuum of opportunity in the network that want American Branded products.

Some of our Dealers sent me the gut wrenching U Tube link with Erik and I feel for the guy. We’ve been in business basically the same amount of time and this is NOT an easy business.

Our focus is going to be attracting an all new and much younger customer into Harley shops with a diverse quality platform of products. (Like Scion is to Toyota) We also want to get more people in the motorcycle world like the industry did so well in the 70’s… This should be interesting

Feel free to post this.

Ciao

Frank White
ATK Motorcycles

In my previous post, I did append the press release, which does say that this is a deal that Harley knows about, but does not endorse.  I also stated:

It’s a bit of a coup for Harley dealerships, and possibly for Harley-Davidson itself–as well.  They will–or at least selected dealers will–have access to new lines of motorcycles to bring in younger customers.  This is especially true if the ATK dirt bikes can also make an appearance on dealer showrooms.

Let me clarify what I meant here.  To the extent that new, younger riders are drawn into Harley dealerships, The MoCo will, if this deal operates successfully, eventually have access to these new dealership customers when they begin looking for large displacement motorcycles.  I did not intend to imply that this was part of any strategy on the part of Harley-Davidson.  This is something at will operate purely at the dealer level with some select dealers, and any advantages that accrue to the Motor Company will be more or less incidental.

And, of course, implying that HD itself was part of this would imply that HD actually had a strategy.  Which, after the MV Agusta deal and the closing down of Buell, is a pretty questionable implication.

By far the most popular search that leads people to this site, is a search for the rumored variants of the BMW R1200RT for 2010, such as “R1300RT”, or R1250RT”.  Everyone seems to want to know what the 2010 version of the BMW R-bikes are going to be.

Well, now we know.  It’s the R1200RT, and R1200GS.

2010 BMW R1200RT

BMW announced today that the 2010 R-Series bikes will all sport a DOHC Boxer motor derived from the Hp2 Sport.  Unlike the HP2 Sport, however, the R Engine will rev lower, and put out less horsepower.

So, the horsepower figure for the R-series Boxer will remain unchanged at 110HP, but torque will increase by 3lb-ft to 88lb-ft at an unchanged 6,000RPM, for faster acceleration.  The redline will increase to 8,500 RPM from the current 8,000rpm.

The R1200RT will receive an updated fairing and windscreen, designed to offer better wind protection.  The instrument panel has also been updated, with redesigned instruments and a visor to help keeps the sun’s glare off a bit better.  Also updated are the handlebar controls, with the old-style paddle turn signals on each side being replaced by standard turn signals.  An additional control is a rotary thumbwheel on the left handgrip to allow the rider to cycle through all the stereo options without taking his hand off the grip.  The stereo itself gets rid of BMW’s CD player, although a jack is provided for external audio sources.

2010 BMW R1200GS

TheR1200GS is visually unchanged from the previous year’s model, except for the cylider covers, which have two bolts, instead of four.  The new engine, on the other hand also gets the 110HP output, and increase of 5 horsies over last year’s.  There’s also an accessory LED headlight for a few extra bucks.

Overall, the change to the DOHC engine doesn’t provide as much oomph as I would have expected, considering that the HP2 engine actually puts out 130HP in the HP2.  I would’ve thought that BMW would have added more ponies to the R-series boxer, rather than upping the torque a bit.

I’m also a little disappointed in the new styling for the R1200RT.  I think last year’s version looked better, and came in better colors than white, beige and two-tone gray and white.  Overall, I suspect that GS afficionados will be a bit more pleased with the 2010 update than their RT brethren.

There’s tons of detail available from BMW about the new models in PDF format, which you can acquire here for the GS, and here for the RT.

Buell Motorcycles may be gone, but their influence lives on in this new cruiser from CR&S, which will available in limited numbers–and only in Europe, alas–for 2010.

2010 CR&S Duu Cruiser

Notice, if you will, the underslung exhaust and odd side pods, so reminiscent of the Buell 1125R.  It even has a V-Twin powerplant.  Air cooled.  With push rods.

The similarity ends there, however.  The engine isn’t a re-engineered Evo, but a massive 1,916cc v-twin motor.  The side pods house the headlights, rather than air scoops for the (non-existent) radiator.

The company showed this off as a concept bike in August, but apparently it was a pretty concrete concept.  It had to be if they’re ready to produce it now.

They haven’t released any figures on weight or horsepower/torque, but it certainly looks beefy with that huge engine filling up the space under the tank.

At €20,000 (about $35,000 at today’s rate of exchange), it certainly is a pricey beast, but since they’ll be making about…oh, let’s say 50 or so of these bikes over the next year, I’m sure they’ll find the buyers they need to take it off the factory’s hands.