2019 Harley-Davidson LiveWire: Everything We Know

We finally have the full portrait.

Five years in the making and we finally get to know (pretty much) everything there is to know about Harley-Davidson‘s first step into electrification: the LiveWire.

The manufacturer announced it would start working on its very first electric motorcycle over 5 years ago. Already at the time, the company had expressed the desire to diversify its audience. In 2014, the then dubbed “Project LiveWire” prototype started touring Harley dealers and motorcycle shows to get feedback and impressions from the public. Then, we waited. And waited.

Springs Back To Life

For a few years, the project was almost completely forgotten and while it had created much hype back when it was first announced, the LiveWire became a bit of a Loch Monster: some people say they have seen it but nobody has proven its existence. Finally, as 2108 rolled in, H-D looked about ready for the commitment. With the promise of an official launch in 2019, the company started name-dropping the LiveWire once more.

The design has remained virtually the same as the Project LiveWire prototype, except for the addition of a front cowl. The new design introduces a much more modern aesthetic to the century-old company’s lineup. The bike is built on a lightweight aluminum chassis. The exposed frame, floating upward tail, and naked silhouette are a stark contrast from the typical Harley—exactly what the company is aiming to do with what it hopes will help kindle a younger audience’s curiosity. The electric powertrain is set low within the frame to send the weight towards the ground and keep a low center of gravity.

The company opted for a stiffer chassis to make the ride more engaging and responsive. The LiveWire comes fitted with Brembo front brakes, ABS, and traction control. Riders will have the choice of 7 different riding modes to adapt to their needs.

Electric Feature

A new feature, alien to the rest of the lineup, is the “twist and go. Since its electric, the LiveWire neither has a clutch nor a gear selector. You only have to, well, twist and go. The company has also been selling the model’s performance, with the promise of a 0-to-60 in 3.5 seconds thanks to its electric powertrain. You can have all the range anxiety in the world: you have to admit that electric vehicles offer entertaining take offs.

The bike will also be connected via the H-D connect. This provides the owner with such useful information as battery status, parking location, service reminders, and even a tracker should the motorcycle get stolen.

CES Reveal

At CES 2019, the company finally completed the portrait it started painting 5 years ago. It unveiled the numbers everyone had been begging to know: range and pricing. Powered by Harley’s Revelation powertrain, the 2019 LiveWire will provide users with an estimated 110-mile range in the city.

Charging times are listed by Harley as follow:

• Level 1 (standard household outlet): 13 miles range per hour of charged.
• Level 2: LiveWire can be connected to a Level 2 charge unit but will be charged at the Level 1 rate.
• DC Fast Charge: 192 miles range per hour charged.

In common language, this means a full charge will take between 8 and 9 hours on a standard outlet. Less than an hour on a fast charger.

As for pricing, the tag has been set at $29,799. The model will be available in three colors starting August 2019.

Toyota Partners With Kenworth To Develop Next Generation Hydrogen Trucks #CES2019

Toyota and Kenworth have taken the wraps off a collaboration that will see the two companies jointly developing 10 zero-emission trucks powered by Toyota’s hydrogen fuel cell energy storage technology.

Image credit: Kyle Field | CleanTechnica

The partnership between Toyota Motor North America and Kenworth Truck Company will see 10 of Kenworth’s T680s injected with a similar hydrogen energy storage, fuel cell, and electric vehicle powertrain that Toyota pioneered in its Alpha Truck. Alpha Truck cut the path for Toyota as it worked to scale up its hydrogen fuel cell vehicle system from what was essentially two Mirai into a system that was sized appropriately for the needs of a semi truck.

“This is an excellent opportunity for Kenworth and Toyota to work together to both explore and drive the development of advanced zero emission technologies that will play a critical role in the commercial transportation of the future,” said Mike Dozier, Kenworth general manager and PACCAR vice president.

Toyota further refined the learnings from Alpha truck in its Beta Truck that saw the color of the vehicle shift from blue to red, but with little on the outside otherwise hinting at the upgrade. “This is not just a science experiment; the goal is to make a difference in society. To remove pollution and improve the air quality in and around the Port of Los Angeles,” said Bob Carter, executive vice president, Toyota Motor North America of the Kenworth partnership.

Image credit: Kyle Field | CleanTechnica

Toyota carries the lessons learned and technologies it has developed forward into the new $41 million partnership with Kenworth as part of the Zero and Near-Zero Emissions Freight Facilities (ZANZEFF) grant awarded by the California Air Resources Board (CARB).

The grant was awarded as part of a larger $82 million bundle of funds aimed at slashing emissions stemming from trucking operations in the Port of Los Angeles and the Port of Long Beach. The two ports constitute a significant source of pollution that disproportionately effects the disadvantaged communities that live along the arterial routes in and out of the ports.

The new Kenworth T680s will be used in production in the ports to move cargo out of the ports into the greater Los Angeles area, putting the new hydrogen fuel cell powertrains to the test in real-world scenarios on the grueling highways of Los Angeles. The expansion of the hydrogen fuel cell truck program will also provide real-world data on the true requirements for fueling stations for a small fleet of trucks are.

Most of today’s hydrogen fueling stations were constructed to supply the needs of low volumes of consumer vehicles and the increased demand and predictable frequency of the new trucks will provide useful insights into the fueling requirements of fleets. Two new fueling stations are specifically included in the new grant package, which are subject to a final investment decision by Equilon Enterprises LLC (dba Shell Oil Products U.S.).

The new hydrogen fuel cell electric Kenworth T680s will have a range of ‘over 300 miles’ under normal drayage operating conditions, giving them sufficient range to haul goods out of the ports into the greater Los Angeles area.

Schaeffler to showcase electrification technologies at CES 2019

Automotive and industrial supplier Schaeffler predicts that in 2030 some 30% of all newly registered passenger cars will be fully electric and 40% will be propelled by hybrid powertrains—i.e., 70% of all passenger cars will be using at least one electric motor as a source of propulsion.

At CES 2019, Schaeffler will showcase exhibits extending from a hybrid module through to the 1,200-hp Schaeffler 4ePerformance concept.

Alongside digital transformation and IoT, Schaeffler views electric mobility as an integral component of its forward-thinking “Agenda 4 plus One” program—as one of the key innovation drivers going forward—and has consolidated all of its activities in this field in its new “E-Mobility” business unit.

By 2020, Schaeffler will have invested more than €500 million (US$569 million) in research, development and production of electric drive units. Schaeffler has already begun to mass-produce components and system solutions such as e-axles and hybrid modules.

A transmission specifically for electric vehicles of which one each at the front and rear axles of the new Audi e-tron enables a particularly efficient all-wheel drive system with smart control technology is another example. In normal drive mode, only the electric motor on the rear axle is active. If the driver requires higher output via the accelerator pedal or the system detects slip on the rear wheels, the front axle drive is additionally activated.

Hybrid module for pickups. At CES, Schaeffer will showcase a hybrid module enabling OEMs to electrify the pick-up trucks that enjoy particular popularity in the U.S. marketplace. The compact P2 hybrid module fits between the IC engine and the transmission which makes it suitable for integration into existing vehicle concepts as well.

It enables both a boost function and “coasting” with the IC engine shut off as well as all-electric driving. Consequently, the hybrid module shown at CES enhances both fuel economy and driving pleasure.

E-axle. The e-axle developed by Schaeffler offers even greater versatility. It can be used either as a stand-alone unit or extend an existing front- or rear-wheel drive into a full-fledged all-wheel drive system. The power output with wheel-selective control is another benefit. Due to torque vectoring, a distribution of torque between the right and left wheels, safety, driving dynamics and ride comfort are noticeably enhanced. Consequently, the e-axle presented at CES offers efficient driving dynamics interventions for hybrid and battery-electric vehicles as well.

Schaeffler’s e-axle serves the requirements of both hybrid and fully electric vehicle powertrains.

Schaeffler 4ePerformance concept vehicle. The Schaeffler 4ePerformance concept vehicle provides a good example of the technology transfer from racing into a near-production drive concept. The fully electric vehicle uses four Formula E motors with total power output of 880 kW (1,200 hp). These were adopted from the ABT Schaeffler FE01 Formula E race cars and, like the car’s power electronics, developed by Schaeffler’s subsidiary Compact Dynamics.

All four motors were used for the full second Formula E season. For Schaeffler, the electric racing series is an ideal test laboratory for the development of electric mobility technologies and ideally fits the company’s “Mobility for tomorrow” strategy with which the globally active technology group helps shape the future of mobility.

Benefits from experience in conventional powertrain technology. In the development of electric powertrain components, Schaeffler benefits from the experience the company has gained in conventional powertrains with IC engines, for instance in digital simulation. The know-how from the development of starting elements like the torque converter or the double-clutch broadens the development and manufacturing expertise available at Schaeffler as well.

Schaeffler is also continually expanding its areas of expertise. Through the acquisition of Elmotec Statomat GmbH, the leading producer of manufacturing machines for mass production of electric motors, Schaeffler is closing the last gap in manufacturing complete electric systems including electric motors produced in-house.