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.
It’s a little known fact, but Elon Musk was nearly killed on a motorcycle when he was 17. It’s that accident all those years ago that, he says, is behind his answer to a journalist’s questions about an electric motorcycle. That answer being: Tesla will never develop an electric motorcycle.
Musk confessed that he had been an avid motorcycle rider in his childhood, and that he had been riding dirt bikes for nearly eight years when an unpleasant encounter with a truck almost cost him his life. Since then, this article on the Spanish site, Motorpasión claims, he hasn’t ridden a motorcycle.
So– yeah. We already knew the Tesla Model M concept motorcycle shown, above, wouldn’t happen, but stuff like this is just depressing. Especially since, you know, Tesla might actually have a shot at seriously disrupting the flailing US motorcycle industry.
What do you guys think? Is Tesla going to change the world building high-end sedans, or should Ol’ Muskystart looking into pickups and motorcycles to broaden the company’s heartland appeal? Let us know what you think in the comments.
Yamaha first announced its intentions to launch an all-electric, 2-wheeled ecosystem for years– and it’s taken several steps to deliver on its promise. Its electric eVino scooter is already here, and the PES1 proved Yamaha is serious about developing a lightweight bike platform to compete in the 125-250cc ranges. Now, Yamaha is teasing the next step in its electric reinvention: the Motoroid.
Yamaha’s two-wheeled electric motorcycle concept bike will- according to the company- inspire a feeling of true connection between bike and rider, but the model is more “it’s a pony!” than “Robotech Cyclone”. Even so, people like their horses, so bike being able to interact with its human owner could, maybe, generate a genuine bond (on the human’s part, at least). And …
Well, that’s it, really. All Yamaha has given out, so far, is the pictures you see here- which feature a Bimota Tesi type suspension– and the following statement: In order to bring people new experiences of Kando,* this experimental machine employs artificial intelligence and explores the feasibility of concepts for creating new forms of personal mobility in which the rider resonates harmoniously with machine. MOTOROiD’s development concept was an “Unleashed Prototype,” and it is capable of recognizing its owner and interacting in other capacities like a living creature. By undertaking these kinds of development challenges, Yamaha is aiming to acquire technology for creating new value for our customers.
Make of that what you will, I guess. In the meantime, check out the pictures of this electric motorcycle cyberpet hybrid thingy, below, and check back again after the Tokyo Motor Show launch on October 27th.
Today Zero Motorcycles released their 2018 models. While they don’t look much different from the 2017’s on the outside (except the gorgeous new silver paint!), it’s what’s inside that counts. Like- 10% longer range thanks to new battery chemistry on all ZF7.2 and ZF14.4 models! Zero is also offering quick charging-6 times faster, thanks to the 6kW charge tank accessory for S, SR, DS, and DSR models.
That torque, though…
From Zero: All motorcycles with the compact and lighter weight ZF7.2 power pack offer 11% more rear wheel torque to slingshot ahead of cars and fellow motorcyclists. New gearing and a higher maximum motor rpm deliver the improved performance without any reductions in top speed.In addition, Zero fine tuned the powertrains of the ZF13.0 Zero S and Zero DS to deliver up to 30% more power and torque to amp up acceleration at highway speeds.
I can’t WAIT to see what kind of trouble I can get into on an S with 30% more torque. Even an FXS with only 11% more torque will be amazing. My 2013 FX(S) still delights me with every launch off a light. Plus Firmware updates can now come through the already awesome Zero app. If you don’t already know, the Zero phone app not only works as a supplemental dash, but also enables the rider to manage torque settings, regenerative braking, and top speed. As well as track battery use, of course.
It’s great to see they’re continuing to push battery capacity forward, while also continuing to improve the quality of their components. And the prices are the same as 2017. We’ll have more as the models become available for press demos. And after I replace my 2013 Zero FX(S) with a 2018 Zero FXS. If I can keep the front wheel down long enough to write about it. Find out more about the 2018 lineup here.
Even amateurs can resemble real stunt riders on the Zero FXS!Red sticker? Green sticker? We don’t need no stinkin’ stickers!Riding into the futureYes, you can still pollute all you want on an electric motorcycle. As long as you’ve got a good tire budget.The Charge Tank. All photos in this story courtesy of Zero Motorcycles.The 2018 Zero S
Zero entrusted us with a 2017 DS 13.0 for a month. Robert and I took it through the paces both around Los Angeles and off road. We argued over which was the ultimate urban warrior- the Zero DS or the Zero FXS. I’ve been riding my FX(S)* every day since 2013, and consider it the best streetfighter ever made. Well, the newer FX’s are even better, but I own mine, so that’s an advantage worth keeping when money is tight. Both models are great for daily commuting in a city with some of the worst pavement in America, or if your commute includes dirt roads.
Robert, on the other hand, thinks the DS is the ultimate city bike, as he likes a more planted feel. His other bike is a Triumph Thruxton, a 494 lb beast best suited for bringing a cute bird home from the pub. He’s also ridden the Thruxton on a grand tour of northern Mexico, including in a few miles of sand. He said that riding that bike in the sand was like trying to steer a heavy sled. The DS has far more appropriate tires for sand riding, and is considerably lighter at 413 lbs.
Photo Courtesy of Hollywood Electrics
In my opinion, the DS should be a scrambler. It’s got those funny-looking scrambler tires, but otherwise looks the same as every other Zero. OK, this is a cost-saving measure, but it’s a shame for Zero to miss out on the scrambler trend. It’s been exciting to watch Zero improve quality while reducing price, as the cost of batteries has been dropping. They’ve been able to start spending money on better suspension and brakes and such. Hopefully design will be next. Hollywood Electrics has done some gorgeous customs, like this FX café racer. A DS scrambler would be so cool I’d even ride it (patiently) to Babes Ride Out.
Range on the DS is indeed as advertised at close to 150 miles around town, 70 miles at top speed on the freeway. OK, at ~70mph is how they measure it, and I didn’t test range at top speed the whole time, because I’m a cop magnet. I even get pulled over riding at the speed limit. However, it was awesome being able to ride as fast as I dared, even breaking the ton and finding top speed on a ride to Braid Theory’s Ignite22 in San Pedro. I also didn’t have to plug in, or hold back on the 30 mile return ride. That’s 60 miles R/T at high speed with ~10% left to spare.
Meanwhile, I rode my old FX the long way to a client in the Hollywood Hills. It’s 15 miles of mostly highway, and practically empty by LA standards. The 2013 FX, with it’s 85mph (indicated) top speed had a bit of trouble keeping up with traffic, especially when the engine started getting hot. Zeroes WILL slow down when they’re about to overheat, so it’s best to just slow it down to 70mph when that light starts flashing. Which it did, about 7 miles in, while riding the 2013 FX. Within a couple miles at 70mph, the warning light usually shuts off. This overheating problem has been fixed in the newer models, so of course I never saw that light on the DS, nor did Robert. I knew I could run the FX down below 50% battery on this ride, since the return route would be a shorter and slower 8.6 mile ride on city streets.
Robert rode the DS up Angeles Crest Highway to Newcomb’s Ranch, 36 miles from home, up a 5,000 ft hill. It’s a popular destination for motorcyclists, and they welcome any EV to plug into the 110v outlet in their parking lot at any time. He didn’t need to do that, as he’d held back a bit the whole way up, accustomed as I am to what those bars mean on the FX. 50% on the FX is a MUCH shorter distance than on the DS. Which is logical, but range anxiety doesn’t always listen to logic. The 2017 DS has about twice as much highway range as the 2017 FXS 6.5. Obviously, it’s got twice as much battery. Charles Fleming at LA Times had the Zero DS 6.5 while I had the 13, and he was able to make it to work all week and just charge on the weekends. Read his take on it here.
Where’s My Torque?!
The DS felt so sluggish compared to my 275 lb FX that I often wondered where all that torque went. The DS could use a lot more than 81 ft-lbs to make it truly feel like an electric motorcycle. But then, that’s why there’s the DSR with 116 ft-lbs. Power to weight ratio matters, kids. The 2013 FX has 70 ft-lbs. We heard a rumor that Zero modifies the torque curve to make the power delivery more like a gas motorcycle. I contacted Zero to confirm this and got the straight dope from Electro Magnetic Engineer Ryan Biffard:
“All our bikes have the same throttle mapping. It is linear from 0 torque at off throttle to 100% torque at full throttle. There is a bit of a dead-band for the first few degrees of rotation to allow for manufacturing tolerances and safety.
As far as the old “Zero tunes the throttle response so that it is softer off the line, but then allows for full torque at hither speed” rumor… that was true for 2011 and older Brushed DC bikes where there was no torque control available on the throttle. Now, in sport mode you go wide open at any speed, you get everything we can possibly give from the powertrain. Here is an interesting perspective on this myth… note the comments are particularly enlightening.”
“So I’m just spoiled because the FX is so much lighter, making it feel peppier?”
“Exactly. It is amazing how repeatable accelerations are on these bikes, and how a little weight can make a noticeable difference. When we were developing the 2013 bikes, there was one early FX prototype that everybody loved, and noted it was “peppier” than the later prototypes. I spent quite some time on the dyno trying to figure it out, but in the end I determined that its superior performance was due to the early prototype being about 20lbs lighter than the later prototypes (on-board charger, beefier frame, that sort of stuff adding to the weight of the later prototypes).
Eland and I did a couple drag races in the parking lot showing that when the bike + rider weight was the same, the two bikes were equal every time, but when one rider put on a 20lb backpack, the heaver bike + rider would be a full bike-length behind after around 200feet, and the rider could feel the bike just didn’t have the same “get-up-and-go” as it did with less weight.”
Photo by Nathan Campbell
Riding two-up
I took my friend Ruth for a ride through Hollywood (her Ducati broke down), and not only was it perfectly comfortable, we were able to chit-chat the whole time. No engine noise to get in the way of our conversation! We’ve also recently ridden two-up on my Yamaha R1, which was a terrifying experience after the chill DS ride. The DS’s rear seat is close enough to the height of the front seat to make it a very easy ride with a passenger.
Sportbike rear seats are just silly, and dangerous for a 6’ passenger. No motorcycle is meant to have a center of gravity THAT high. My R1 holds the platform for my Givi top case, because there’s almost never a good reason to carry a passenger on a sportbike. That’s also a feature my FX has that I missed desperately on the DS. The Givi top box and the AC power port are two accessories I can’t live without. I use the power port to plug in my electric vest in the chilly Los Angeles winters.
Robert and I also rode two-up on the Zero DS. His Triumph needed scheduled maintenance (a common problem with ICE vehicles) so we both rode across town to the shop, and rode back two-up. It was his first time ever riding as a passenger, and he passed that relationship test with flying colors. The DS’s seat is very well suited for cruising along with a passenger, and the strange tires didn’t feel quite as strange with the added weight. We completed the 40 mile journey easily and comfortably.
The Family That Rides Together… Never has to worry about parking.
In Conclusion
Basically, with some cute bodywork and clubman bars, this bike would be the perfect scrambler. Like all Zero motorcycles, it’s best as your daily commuter, but if you really need to do those 100 mile Sundays in the canyons, or just have a long distance commute, there’s always the power tank, which gives it an additional 25 miles at Highway/City combined. That 25 miles of range comes at a price of $2,695 and 44 lbs of added weight. Having ridden an SR with a power tank, I’ll take my short-range wheelie machine, thanks. But that’s just me.
Robert got back on his Thruxton, and now he hates the hydrocarbon smells and all the noise. Then I made him watch “Who Killed The Electric Car” and now he’s ready to sell the Thruxton and buy a Zero DS. I got back on my FX and well, I’m just glad I don’t have to have this conversation…
* 2013 was the FX’s first year, and it was sold as a dirt bike, just as it is now. But some Hollywood Electrics customers saw its potential as a killer supermoto racer, and converted it for supermoto racing. In 2016, Zero decided to take advantage of the popularity of this upgrade and offer the FXS.
The glove box that can also serve as a Power Tank.
Is the world ready for a self balancing electric motorcycle that costs “under $20,000?” The folks at ThrustCycle in Honolulu think so. The company debuted the latest version of its GyroCycle electric motorcycle with two gyroscopes mounted beneath its bodywork late last year. The first prototype appeared in 2011. “The GyroCycle is an energy efficient vehicle with rock solid stability,” says company President Clyde Igarashi. The technology that makes the GyroCycle possible has broad implications for safety and sustainability, he claims.
Gyroscopes are used in other transportation applications. Large ships use them to stabilize themselves in storms at sea, for instance. They are also used in inertial guidance systems for submarines and rockets. But ThrustCycle says this is the first time they have been used to stabilize a motorcycle. BMW is also experimenting with the concept for use in its Motorrad Vision Next 100 prototype.
With the gyros spooled up, the bike will remain upright and stable both while underway and while standing still. Self-balancing gives the rider more control and greatly increases safety, the company says. BMW engineers claim its self balancing system will benefit beginning riders because the motorcycle will not fall over. Experienced riders will enjoy the benefits that come from improved agility while driving.
“These are the concepts that Thrustcycle has been promoting for awhile now,” said Igarashi,“and we are eager to demonstrate them with our GyroCycle. We’re further encouraged by the announcement that Lingyun Intelligent Technology, based in Beijing, is also entering the gyroscopic vehicle technology race. We see the entrance of large competitors as vindication of the potential in technologies that we’ve developed for years.”
ThrustCycle sees a large and growing market for electric motorcycles worldwide. A report by QY Research says about 38 million electric motorcycles and scooters were sold worldwide in 2015 with a total value of $13 billion. (Note: None of them cost anywhere near $20,000.) According to an analysis by Navigant Research, that figure is expected to grow as battery costs decrease.
They say there is nothing new under the sun, but the Jahammer J1 electric motorcycle comes about as close as you can get. Johann Hammerschmid, founder of Johammer E-mobility Inc, says of his oddly styled creation, “This is a natural return to the concept of the horse, before there was noise and pollution from engines.” Some have compared its looks to a giant peanut or a horse used for jousting in the Middle Ages, but it also looks a lot like a cross between a Cushman motor scooter from the 1950’s and a Quonset hut.
The bike features a 12 kWh battery that is good for up to 186 miles of range on the highway — less in hilly terrain or off road use. That makes it the longest range electric motorcycle on the market. Some 60 Johammer J1’s have been sold in Europe since 2014. Hammerschmidt says he first started thinking about building the bike in 2017. His factory is located in eastern Austria near the Czech border.
Two striking features of the bike are the corrugated polypropylene bodywork and the center hub steering system. Hammershcmidt says it takes just a few miles aboard the J1 to get used to its handling characteristics. The J1 has no dashboard. Data displays are included in each rear view mirror instead. Rotating the throttle away from the rider engages regenerative braking. The more twist, the more the bike slows. There is also a reverse gear to assist in parking. Wheels, brake discs and tires are purchased from outside suppliers to make sure the bikes are road legal. Everything else is built and assembled in house.
But that’s only half the story of the Johammer J1. With a battery only slightly smaller than the latest Tesla Powerwall, it can be plugged in when riding is done and serve as a storage battery for a home or small business. That makes it ideal for those who have a residential solar panel installation. “A motorcycle like this is weather-dependent, so no vehicle is better suited for a secondary role as storage,” Hammerschmidt says.
He is proud of the fact that his invention does not quite fit any conventional description. Is it a storage battery on wheels or a motorcycle that is also a storage battery? “We’re at the stage cars were at 100 years ago. The infrastructure was limited but it grew quickly,” says Hammerschmid. “The same will happen with e-vehicles, and it won’t just be gas stations used for recharging.” Homes, workplaces, shopping malls, parking garages—all will become places to recharge. “The change of pace will be quicker than we currently imagine,” he says.
The top of the line Johammer J1 is priced at around $27,000 and the company has begun a crowdfunding campaign to help pay for an expansion of production. Hammerschmidt says he is riding the early wave of multi-function green transport. “This trend is irreversible, we are seeing it in all sectors and especially those connected with mobility.”
He may be correct, but his creation still looks weird from every angle. Perhaps that is the price of innovation.
Zero is by far the largest selling electric motorcycle maker in the world. It offers a full line of models for both pavement and off road riders. At this year’s EICMA show in Milan, the company used the occasion to introduce its newly tweaked lineup. The big news is that all Zero electric motorcycle models now come with a new IPM (Internal Permanent Magnet) motor. A new higher amperage motor controller permits faster acceleration times. The drive belt is now slightly wider to accommodate the extra torque of the IPM motor.
Zero S and DS
The basic Zero electric motorcycle is the S. Intended for pavement riding, the 2017 S comes with a 13 kWh battery and sells for $13,995. Horsepower is up from 54 to 60 and torque jumps from 68 to 81 lb-ft. It weighs 408 pounds and has a city range of 161 city miles. The dual sport DS sells for the same price, carries 5 extra pounds and has a slightly shorter range.
The big news for S and DS customers is that there is now a less expensive option that features two battery modules instead of four. The S 6.5 sells for $10,995 and weighs 313 pounds. Horsepower is 46 and torque is 78 lb-ft. Range is 81 city miles. The DS 6.5 is the same price, weighs 317 pounds and has a city range of 74 miles.
In previous years, Zero offered S and DS customers a choice of a three or four brick battery but it has decided to offer 2 and 4 brick models this year. The smaller battery pack is considerably less money and almost 100 pounds lighter. The smaller battery also leaves room for a lockable storage compartment. Zero believes the bikes with the smaller battery will be perfect as urban commuters with more than enough performance to be entertaining to ride and sufficient range for zipping to work and back.
Zero SR and DSR
There’s no half-battery option for the R series bikes. They are all about power and an exhilarating ride experience. With the new motor controller, torque jumps from 106 to 116 lb-ft. Horsepower is up from 67 to 70. Range and price are unaffected.
The 2017 Zero SR sells for S$15,995, weighs 414 lb and has a city range of 161 miles. An optional Power Tank boosts range to 202 city miles. The 2017 Zero DSR sells for US$15,995, weighs 419 lb, and go 147 city miles. An optional Power Tank boosts range to 184 city miles (296 km).
Zero FX and FXS
For dirt bike fans, the FX and FXS also feature more power this year. They are available with either a single brick 3.3 kWh battery or a two brick 6.5 kWh battery. The FX 3.3 sells for $8,495. It weighs only 247 pounds and has 27 horsepower and 78 lb-ft of torque. Range is 41 city miles. The FXS 3.3 costs the same, carries a few extra pounds and has a slightly longer range.
The FX 6.5 sells for $10,495, weighs 289 pounds, has 46 horsepower, and 78 lb-ft of torque. Range is quoted as 82 city miles. The FXS sells for the same price, weighs 293 pounds and has a range of 90 city miles. Horsepower and torque are the same. Both bikes are priced $500 less than last year’s models.
Zero has made impressive gains in both motor and controller technology but kept prices the same on most models. The top ZX models are actually less money than before. That’s the way to keep customers satisfied and build even more sales momentum.
The US has SEMA, where automakers and aftermarket suppliers gather to show off their wildest, craziest new, new things. Italy has EICMA, the Esposizione Internazionale Ciclo Motociclo Accessori, an annual show where motorcycle manufacturers bring their latest creations to present them to the public for the first time. The theme of this year’s EICMA show is “Bikes Never Seen Before.” One of those will be a new electric motorcycle from Energica.
Photo by the author.
Let’s begin by saying that Europeans take their motorcycles seriously. In September, I spent a lovely afternoon eating gelato on the shores of Lake Orta, which is nestled at the foot of the Italian Alps.. Across from me was a parking lot filled with sport bikes — Ducatis, Moto Guzzis, BMWs, and Hondas. They had all been driven along sinuous Alpine roads that morning to come watch a MotoGP race at a local ristorante.
I watched as they drove up. Every rider and passenger was dressed in full leathers. All wore helmets. All had proper gloves and footwear. Off in one corner was one Harley Davidson, but its rider was also fitted out in full riding gear. There was no one dressed in shorts and a T shirt, wearing sandals. Every one of those bikes had been ridden hard and put away wet, still tinkling and crackling with the sound of cooling exhaust pipes as they sat in the sun. Riding a bike on the Continent and riding a bike in the US are two distinct and separate worlds.
Energica, the Italian electric motorcycle maker, promises to unveil a new concept at EICMA this year. Sources expect the concept to be built on the company’s two current offerings, the Ego sport bike and the Eva street fighter. The electric powertrain will likely be very similar to 136 horsepower unit with 145 lb-ft of torque that propels the Ego to 60 mph in 3 seconds and a top speed of 150 mph. It will also introduce a new color option — Lunar White — for its two production models.
Zero, the American electric motorcycle manufacturer will launch its 2017 lineup at EICMA this year. Zero has added two new models — the supermoto-based Zero FXS and max adventure Zero DSR. The new model line also offers faster charging, thanks to the Charge Tank accessory.
“Europe represents about half of our global business, and the 2016 model line reflects our commitment to appeal to an increasingly diverse range of discerning riders,” said Richard Walker, CEO, Zero Motorcycles. “With increased performance, up to 317 km of city range and greater value, we look forward to many more people experiencing the thrill of electric.”
EICMA runs from November 19 to 22 in Milan. If you go, drop me a line. I know a great restaurant there. Ciao!
BMW is deep in thought about the future. Earlier this year is presented its Vision Next 100 sedan concept, a car meant to commemorate the company’s first 100 years in business and offer a glimpse at what the future of transportation might look like. Now BMW has applied the same treatment to motorcycles. The result is the Motorrad Vision Next 100, a two wheeled tour de force that looks like it is leaping toward a distant apex while standing still.
To begin with, this bike is 100% electric, yet BMW designers have carefully replicated the essence of the company’s signature boxer twin engine. It is meant to be a “pure, unbounded ride experience,” says the company. The Vision Next 100 will connect the rider, the machine, and the outside world together by means of a helmet visor that incorporates a digital heads up display. The concept also features self balancing technology that will keep bike and rider upright under all conditions. That will make the bike ideal for inexperienced riders as well as dedicated canyon racers.
But those features are just the beginning. The black frame triangle of the BMW Motorrad VISION NEXT 100 is a deliberate reference to the first ever BMW motorcycle, the R32, made in 1923. On the Vision 100, however, it has been reinterpreted to form a functional sculpture linking the front and rear wheels with a dynamic sweep. Bearings and joints are nowhere to be seen. Instead the frame appears as a single, integrated whole. The clever arrangement of surfaces protects the rider from wind and weather as effectively as a full fairing.
The rigidity of the frame itself changes in keeping with the speed of the bike. At rest, it is flexible to allow easy maneuverability. As speeds increase, the frame becomes completely rigid to provide excellent handling characteristics. What looks like a stylized BMW twin cylinder engine is actually a movable element. At rest, it snuggles close to the centerline of the bike. Once underway, it extends outward to enhance aerodynamics and protect the rider from the elements.
The concept bike is made almost completely from carbon fiber. It has no springs or shock absorbers. Whatever damping is required is provided by the tires, whose variable tread actively adjusts to suit ground conditions and ensure the best possible grip in any situation.
Will this bike ever see production? That’s highly unlikely. But it does make me want to go down in the basement and find where I stored my leathers, helmet and gloves. Riding the Motorrad Vision Next 100 would truly be a transformative experience.
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