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Livewire: a plug for a whole new generation of Harley-Davidson bikes

By General Posts

By Mathieu Day-Gillett from https://www.driven.co.nz

Who on earth expected that it would be Harley-Davidson that would become the first major motorcycle manufacturer to bring to market a fully electric bike?

Okay, all cards on the table, I’ve really been looking forward to riding Harley’s Livewire on behalf of DRIVEN and www.onthrottle.co.nz. In fact, I was lucky enough to have ridden the Livewire’s precursor – 2014’s Project Livewire – and I was so blown away by the bike that I gave it my Bike Of The Year gong for that year.

For the production model, all the rough edges have vanished and Harley has given the bike a charging port in the traditional fuel filler location.

The lightweight alloy frame no longer has a rough finish to it, and while I was at first sad to see the cool textured finish of the concept bike make way for the smooth new frame, I can appreciate that owners of the Livewire would struggle to clean such a thing. Imagine the damage to your trusty old sponge if you had to wipe it over the sandpaper-like finish of Project Livewire?

Other minor changes come in the form of a small fairing around the LED headlight unit, a new sub-frame with space for a pillion, a variety of colour options (our pick is the Yellow Fuse colour scheme), and rather importantly the addition of a numberplate carrier which integrates the rear tail light and indicators also.

Most importantly, however, the Livewire now has functioning rear-view mirrors. Yup, as cool looking as the mirrors on Project Livewire were, in terms of function all they gave you a good view of was your kneecaps.
But what we really want to know is how it rides. Thankfully, Harley-Davidson sorted us out with a guided ride around Portland, with some wicked twisty back roads thrown in for good measure to help us see what it is like to ride the Livewire in the real world.

While it was only a taste of what the ownership experience will be like, riding the Livewire was easily a highlight of my year in motorcycling.

The bike has four pre-loaded rider modes (Road, Sport, Rain and Range) which can be toggled on the fly and each gives the bike a noticeably different throttle response.

Make no mistake, this bike is FAST. With all its power and torque (78kW/105hp and 116Nm) available from 0rpm this thing accelerates like nothing else. Just twist the throttle and the bike shoots off at warp speed.

Linked into the Livewire’s systems is Harley’s first traction control system, which is connected with a six-axis IMU and the ABS brakes. The result is a system that offers the necessary safety net for a bike that has its full power capability from the touch of the throttle.

Our ride route took us from the stop-go of central Portland, out into the hills through some incredibly twisty roads before looping back at the end of the day.

I’ll admit that I was slightly worried about setting off immediately into traffic at the start of the day.

My biggest memory of Project Livewire was nearly dropping the bike in low speed conditions, but Harley has really dialled in the throttle response of Livewire to the point that you can roll along as slow as you like without feeling like you need to slip the non-existent clutch.

In fact, the Livewire is actually an incredibly easy bike to ride in general. It’s well set up with fully adjustable Showa suspension, Brembo brakes and that host of adaptable nanny aids which alter their settings depending on which rider mode you have selected.

Rain is the most constrained with the slowest throttle response, while sport is an absolute riot and actually lets the real wheel slip a bit.

I did feel adjusting the settings on the suspension would have been helpful when really pushing it, as the bike wasn’t quite happy with my fat ass and some of the rougher road surfaces (contrary to popular belief, the roads in the US have their fair share of potholes).

The bike never instilled any sense of being out of my control though and was incredibly confidence inspiring.

Can it wheelie? Probably, I’ll admit I didn’t really try. I will say I’m pretty sure you can do burnouts and annihilate the rear tyre with the traction control off (I will neither confirm or deny trying). Either way having full power from the touch of the throttle is a sensation that quickly becomes addictive.

I did find myself only really using two of the rider modes, Sport (for obvious reasons) and when the riding mellowed out I would switch to Range mode which allows the most battery regeneration when either braking or coasting.

Riding like a loon will obviously drastically reduce your battery range, and I arrived back at base with 32 per cent left, while a much more sensible Australian rider arrived back with nearly 50 per cent!

On merit alone I feel the bike will certainly attract its fair share of buyers. New Zealand pricing is $53,995, which may lock out much of the younger market Harley-Davidson is working hard to attract to its brand.

However, the Livewire is not a bike which Harley expects to sell like hotcakes. It is, instead, the halo product of a much wider range of electric motorcycles from the iconic brand.

In theory, there are another four bikes scheduled to debut below the Livewire in terms of spec and price point in the next two years or so and that is a really exciting prospect.

Is the Livewire another orphan from Harley? Hell no! This is the shock the motorcycling market needs.

Sam’s Bike Picks of the Week

By General Posts

Hey,

We are living in such strange times. But through it all is the beauty and style of the custom bike or a gorgeous woman.

Choppers and custom motorcycles are an art form. Their glistening metal flake paint often tries to compete with the crimson clouds at sunset, just like the fine clean simplified lines of a custom motorcycle tries to compete with the lines of a slender woman’s body.

CLICK HERE TO SEE THIS PHOTO FEATURE ON BIKERNET

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International Motorcycle Shows Launches ContinueTheRide.com Featuring Digital Products Spanning Podcasts, Video Series, And More

By General Posts

from https://motorcycles.einnews.com

Hosted on ContinueTheRide.com, IMS’ expansion into digital products takes a dual-pronged approach: providing in-depth analysis for industry-professionals and offering a hub for enthusiasts to be entertained, educated, and inspired year-long.

 Today, the Progressive® International Motorcycle Shows® (IMS), the industry leader for connecting powersports’ top brands with enthusiasts and buyers, announces the pre-launch of ContinueTheRide.com, a platform that will host a slate of new digital content all designed to reach and support industry-facing professionals as they address industry challenges and opportunities, as well as educate new and existing enthusiasts inside the world of motorcycling, powersports, and all things two-wheeled conveyance. ContinueTheRide.com will officially launch July 24th and will include:

 

EIN Presswire does not exercise editorial control over third-party content provided, uploaded, published, or distributed by users of EIN Presswire. We are a distributor, not a publisher, of 3rd party content. Such content may contain the views, opinions, statements, offers, and other material of the respective users, suppliers, participants, or authors.

Indian Motorcycle 2020 Sturgis Update

By General Posts

Indian Motorcycle will be at the 80th Sturgis Rally. Due to the current circumstances, there will be no official owners ride or event. If you are planning to attend Sturgis, here are some additional details:

Sturgis patch will be available at the dealership

Demos will be available at the dealership and on Lazelle Street

VIP Demos for owners will be at the dealership

Owners that sign up for Elite Status at the dealership during Sturgis will get a special gift while supplies last

Ride safe & we hope to see you at the Sturgis owners event in 2021!

This year at the 80th Sturgis Rally, Indian Motorcycle has a VIP Demo Experience that is only for our owners. You have to sign up online before the event to reserve your spot.

An invite-only VIP demo experience for Indian Motorcycle Owners.

About this Event – August 7 to 15.

Because you’re an Indian Motorcycle Owner, you’ve been invited to an exclusive VIP Demo Experience hosted by Indian Motorcycle at the Sturgis Rally.

With this invite you get:

– A thorough walk around of whatever model you choose to ride

– A self-guided, one-hour demo ride

– A special gift

Date: VIP Demos are available almost every morning of the Sturgis Rally from 7:30 – 8:30am. *Please arrive early.

Where: The Indian Motorcycle Sturgis dealership, 2130 Main St, Sturgis, SD 57785

To sign up for the VIP Demo Experience, click the green register button above to sign up for a motorcycle to demo (while they last).

There is limited availability, so please RSVP quickly!

When: Arrive 15 minutes early. Kickstands up at 7:30 am and return at 8:30 am.

Bikes that are available to reserve:

3 – Indian Challengers

2 – Indian Chieftains

2 – FTR 1200s

1 – Indian Roadmaster

1 – Indian Springfield

1- Scout Bobber

Please arrive 15 minutes before your scheduled VIP Demo and make sure to bring proper riding gear: closed-toed shoes, long pants, and eye protection.

We will NOT HAVE helmets you can borrow.

This is an owner opportunity only.

Always wear a helmet, eye protection, protective clothing, and obey the speed limit. Never ride under the influence of drugs or alcohol.

Sign up today. Spaces are limited and must be reserved before the rally starts. CLICK HERE

Location

Indian Motorcycle of Sturgis

2130 Main St

Sturgis, SD 57785

United States

BMW Motorrad celebrates 40 years of BMW GS models

By General Posts

from https://chennaivision.com

A concept that changed the motorcycle world.

A motorcycle concept that is as legendary as it is sophisticated will celebrate its anniversary in 2020: The BMW GS models are turning 40. In autumn 1980 BMW Motorrad presented the R 80 G/S, a motorcycle which combined two very special areas of riding for the first time: Off-road and on-road. Thanks to its unique combination of road, touring and off-road capability – without compromising on everyday use – the R 80 G/S became the conceptual forerunner of the new motorcycle category of touring enduros created by BMW Motorrad. And what is more: The BMW GS models became the perfect synonym for the perfect partner on two wheels to explore even the most remote corners of our planet. To date, BMW Motorrad has been able to hand over more than 1.2 million BMW GS models to customers.

Legendary BMW GS talents: Riding dynamics, off-road mastery, comfort and robustness.

But it wasn’t just motorcycle adventures that were ideally suited for the BMW GS right from the outset; the R 80 G/S and its descendants also quickly proved their qualities in racing. In 1981 Hubert Auriol rode to victory in the equally prestigious and challenging Paris – Dakar Rally. This is just one of the many motorsport successes that BMW Motorrad was able to celebrate with a GS. The outstanding talents of the boxer GS models – riding dynamics, off-road mastery, comfort and robustness – have been continuously maintained and developed by BMW Motorrad over the past 40 years and successfully transferred to other BMW Motorrad model series. In 1993, the F 650 “Funduro” was the first single-cylinder BMW enduro to come onto the market. While this bike drew its riding dynamics from its low weight and the thrust of the 47 hp single cylinder, the changing of the guard took place simultaneously on the BMW GS models with boxer engine.

The GS as an innovation driver: Four-valve technology and Telelever.

With the BMW R 1100 GS, BMW Motorrad not only presented the first GS with a 4-valve boxer and 80 bhp output, but also trod new paths with regard to suspension technology for large touring enduros. For the first time in an enduro, the engine and gearbox acted as load-bearing elements of the chassis, making a main frame superfluous. While the BMW Paralever rear wheel suspension system had already eliminated the drive reactions of the shaft drive in the models with the two-valve boxer years earlier, the BMW engineers had now created an innovative way of guiding the front wheels using the Telelever suspension. With the pitch compensation and highly sensitive response they set new standards in this area. In addition, the new R 1100 GS was the first enduro ever to be equipped with ABS – a safety plus that is now standard equipment on all BMW motorcycles.

The GS models of the F series: GS fascination for the middle range.

In addition to numerous new and further developments, including the F 650 GS (first single-cylinder with electronic fuel injection, catalytic converter and ABS), which was manufactured in Berlin from the year 2000 onwards, the F 650 GS and F 800 GS models launched in 2007 marked another outstanding milestone in BMW GS history. With their powerful, high-torque 2-cylinder in-line engine and torsionally stiff tubular frame, they interpreted the BMW GS theme in their own, yet very typical BMW way. With these new models, BMW Motorrad not only presented the successors to the extremely successful F 650 GS with its single-cylinder engine, but at the same time expanded the enduro offer in the medium range.

Advanced DOHC boxer with two overhead camshafts.

BMW Motorrad presented another highlight in autumn 2009 with the launch of the revised BMW R 1200 GS. Now equipped with the even more free-revving DOHC boxer with two overhead camshafts per cylinder, it offered 81 kW/110 hp and even more advanced riding dynamics. In the 2010 anniversary year, BMW Motorrad paid tribute to the 30th anniversary of the GS models and their successes in both production motorcycle manufacturing and motorsport alike with the “30 Years GS” special models of the BMW R 1200 GS, R 1200 GS Adventure, F 800 GS and F 650 GS painted in the BMW Motorrad Motorsport corporate colours.

BMW Motorrad continued the success story of the GS models in autumn 2010. With the BMW G 650 GS, BMW Motorrad added another attractive member to the BMW GS family. Thanks to its slender, wiry off-road stature, the new single-cylinder enduro looked bold, light and adventurous. At the same time it clearly stood out from its competitors in terms of quality, equipment and comfort. In combination with its comparatively low weight and the reduced seat height, it was the attractive entry bike into the world of motorcycling and into the fascinating BMW GS world of experience.

The power GS: Newly designed boxer featuring vertical flow.

The dynamic development of the BMW GS theme continued unabated in the fourth decade. When BMW Motorrad presented the new R 1200 GS at Intermot in autumn 2012, interest was particularly focused on the completely redesigned engine. The air/liquid-cooled flat twin engine introduced cylinder heads featuring vertical flow; they had an integrated gearbox and a shaft drive on the left side from then on, supplemented by state-of-the-art chassis technology and electronic control systems such as ABS, traction control or semi-active chassis. With an output of 92 kW (125 hp), the new R 1200 GS also provided superior riding performance. Barely one and a half years later, in March 2014, the 500,000th BMW motorcycle of the boxer-engine GS model series rolled off the assembly line at the plant in Berlin – this was an R 1200 GS Adventure.

The GS for the capacity segment below 500 cc: the G 310 GS.

In autumn 2016, BMW Motorrad presented yet another GS model. This time it was the G 310 GS. It transferred the core qualities of a BMW GS to the engine capacity segment below 500 cc and interpreted these in its own style. Extremely compact, yet fully grown and comfortable, it opened up a whole new world of experience in its segment and became unique in the entry-level segment, above all due to its versatility. With the new R 1200 GS, BMW Motorrad expanded the GS portfolio not only with further product optimisations but also by broadening the motorcycle’s range of properties. For the first time, customers were able to give a BMW GS a more marked touch of enduro or distinguished style to suit its preferred area of use by ordering the style packages Rallye and Exclusive.

In the same year a completely different interpretation of the GS theme came on the scene: the R nineT Urban G/S. The R nineT Urban G/S drew on the genes of the very first and legendary BMW R 80 G/S of the year 1980, transporting them into the modern era with contemporary technology in the form of a classic enduro-style BMW motorcycle with boxer engine. As with the other R nineT models, the powerful, air/oil-cooled boxer engine with 81 kW (110 hp) output in combination with a six-speed transmission was installed.

New engine, new chassis: The new GS models of the F series.

In 2017 BMW Motorrad continued to write GS history with the two completely redesigned F 750 GS and F 850 GS enduro models. BMW Motorrad consistently built on the typical GS strengths in the successor models to the successful 2-cylinder F 650 GS, F 700 GS and F 800 GS motorcycles with the aim of making good things even better. As before, the GS abbreviation again represented a perfect synthesis of touring and long-distance capability combined with racing dynamics and supreme offroad performance. In short: A BMW GS is the perfect companion when it comes to discovering remote corners of the world by motorcycle. At the heart of the new development was a newly designed, powerful 2-cylinder in-line engine with two balancer shafts and 270/450 degrees ignition distance for optimised running characteristics and emotional sound. It generated 57 kW (77 hp) for the F 750 GS and 70 kW (95 hp) for the F 850 GS from 853 cc, thus providing superior drive power for both GS models.

This meant even more power, torque and efficiency for the big boxer-engined GS.

In autumn 2018, BMW Motorrad once again introduced a radical upgrade for the boxer engine of the large GS models in order to further improve power and torque yield as well as reduce fuel consumption and emission values. For this purpose, BMW ShiftCam Technology was used for the first time in the serial production of BMW Motorrad engines: this allowed valve timings and valve stroke on the intake side to be varied. In addition, the intake camshafts were designed for asynchronous opening of the two intake valves, resulting in enhanced swirl of the fresh, incoming mixture and therefore more effective combustion. Other technical changes to the engine related to the camshaft drive – now taken care of by a toothed chain (previously a roller chain) – optimised oil supply, twin-jet injection valves and a new exhaust system.

Langen Motorcycles Is Bringing Back Two-Stroke Sportbikes

By General Posts

by Zac Kurylyk from https://www.rideapart.com

The RZ350 formula gets updated for the 2020s.

Two-stroke sportbikes had their day, but now they’re done and gone, right? Wrong. Over in the U.K., Langen Motorcycles—a low-volume startup with some high-revving ideas—is revisiting the old-school oil burner with a limited-production run of custom-built, two-stroke motorcycles.

Clearly inspired by sporty, mid-80s two-strokes like Yamaha’s RZ-series, Langen’s bikes are a pleasant, if smoky, surprise. The company sourced its 250cc, liquid-cooled, 90-degree V-twin from Italian company Vins. Although two-strokes are often seen as outdated, this engine has modern touches like electronic fuel injection and a counter-rotating crankshaft. It supposedly makes around 80 horsepower, a massive output for a 250cc engine. As a comparison, Kawasaki’s hot new ZX-25R four-stroke should make around 50 horsepower, and that’s with a 17,000 rpm redline.

Light And Fast:

Langen’s use of high-quality, high-tech bike components doesn’t stop at the engine, however. For suspension, there’s a set of 43mm Öhlins forks up front and dual Ktech Piggyback Razor shocks in back. Brakes are dual-discs up front and a single disc aft with billet aluminum radial calipers. In addition, the bikes have hand-built aluminum frames and carbon-fiber bodywork to cut down on weight.

That, in a nutshell, is the appeal of two-stroke motorcycles: high power, low weight. Langen says its completed machines should weigh around 250 pounds. Most of the current 300-400cc beginner bikes on the market weigh between 350 and 400 pounds.

Langen’s machines are built for a different type of customer, though. As its website says:

“Each part is constructed to exacting standards using either modern methods such as 5-axis CNC machining and additive manufacturing or hand crafted using traditional methods such as carbon fibre [sic] lay ups and gold leaf gilding.

During the design and build of the motorcycle each new owner will have an input over the final design, ergonomics, geometry to truly create a unique machine and a lasting relationship with the team that designed and built their bike.”

Custom-built using expensive methods and components, from pricey materials—don’t expect a Langen to come cheap, even if it’s “only” a 250. The bikes should be gorgeous to look at, though, and fun to ride. Langen’s website says, “motorcycles should provide raw excitement to ride and be a pleasure to stand and admire. Form and function can work in perfect harmony.” If you’ve got the dough, and you want a small, sporty bike that’s pared down to the essentials, it sounds like Langen’s got a machine for you.

Tattoos and Motorcycles

By General Posts

This is 5-Ball light breathable ballistic Nylon vest with leather trim. Click and check it out and all our cool leathers. https://shop.bikernet.com/

Youtube Series Review
Review by Dmac

This link will get ya hooked. A totally Independent production. Love their Hollywood can kiss their ass style! A meld of the Tattoo world and Motorcycles! Real and raw – totally unscripted and takes you on an adventure in the deep south – where Big Dave and company are rollin’ out over thousands of miles to meet legendary Tattoo Artists. His mission is preserving their history for tattoo artists to come and he’s doing it on two wheels. They Their journey started June 1st, 2015.

CLICK HERE TO READ THIS ARTICLE ON BIKERNET

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American Iron Suspends Publication

By General Posts

American Iron Magazine, published since 1989, has suspended publication.

The world has changed significantly. The motorcycle business has changed. And the magazine industry has too. Unfortunately, not for the better – short or long term.

For the last 31 years our team has worked hard responding successfully to the trends, opportunities and changes. But when our advertising crashed with the recent spread of the virus, we ran out of options. We trimmed the page count and content in our magazines, but that was not enough to make a difference.

Rather than watch our magazines decline even further, we have suspended publication as we explore our options. It is not an easy decision for American Iron Magazine, American Iron Garage and American Iron Salute, but it is the right one.

The last issue of American Iron Magazine was Issue #390, on sale last week.

Since 1989, I have been fortunate to work with really great editors, art directors and contributors who were dedicated, creative, hard working and smart. They had to be to achieve what we did for more than three decades. And a big thanks to all of our readers and advertisers, who supported our efforts so passionately.

Rather than dwell on the end of our magazines, I hope you’ll join us remembering your favorite articles, writers, photographers and events that we have enjoyed over the years. There have been so many.

Thank you one and all for your support, encouragement and friendship. It’s been a heckuva ride.

Buzz Kanter – Editor-in-Chief.

Join the Cantina today

By General Posts

NEW BIKERNET AND BANDIT’S CANTINA PROGRAMS FOR 2020

To keep Bikernet moving forward in the New Year, we’ve shuffled things around a bit. We have decided to shut down all major advertising sales and will move all of Bikernet’s impressive library and 24 years of archived editorial content into Bandit’s Cantina, Bikernet’s subscription-supported section.

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All major content will be expanded into the Cantina.

So, from a business side here’s how it will work for the New Year. We will continue to build great content featuring the Weekly News, a variety of features and tech articles.

Our readers can stay abreast of all the action on Bikernet by joining the Cantina for as little as $24 yearly or $39 for two years. They will also receive a special package containing an assortment of Bikernet goodies and bling.

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