Showing posts with label 2009. Show all posts
Showing posts with label 2009. Show all posts
Sunday, March 30, 2014
Hero Honda TVS lead TV Ad spendings in 2009
TV Ad spendings of our bike makers in 2009
I always interested to know how our two wheeler manufacturers invested in terms of TV Advertisements. The other day I happened to come across the following data about the 2009 TV Advertisements by our two wheeler manufacturers.
Posted below are data as reported by Hindu Business Line:
According to this news article, the price for a 10 second ad spot for an IPL match in 2010 was roughly about 5 lakhs..!!
Ok, the Ad rates during the IPL season would definitely be sky high. But even during normal period, just imagine what a month long campaign of showing a particular TV Ad, 10 times a day, spread across 10 TV channels would cost.
TV Advertisements are a necessary evil, specially for new product launches. But then the important question for every manufacturer would be, how effective are these expensive TV Ads in promoting a new product?
A failure to make an impression on the customers mind amounts to a huge wastage of money. Which of the below posted TV Ads do you think was successful in making an impact, and which ones failed to make an impact?
News source: Hindu Business Line
The largest domestic two-wheeler company in volumes, Hero Honda, led overall with a 41 per cent share among two-wheeler TV advertisements.
Incidentally, Hero Honda has maintained its position as the largest advertiser in the auto industry for two years in a row (2008 and 2009).
Among the other companies, TVS Motor Company had a 27 per cent share in TV advertising, while Bajaj Auto had a 13 per cent share and Yamaha Motor and Mahindra had a 9 and 4 per cent share each.
Among new two-wheeler brands advertised in 2009, TVS Apache RTR 180 led, followed by TVS Scooty Streak, Hero Honda Karizma ZMR, Bajaj XCD 135 DTS-Si, TVS Flame SR 125, Hero Honda Passion Pro and Suzuki GS150R – in that particular order.
Celebrity ratings
Hrithik Roshan, brand ambassador for Hero Honda, was the top celebrity endorser among two-wheeler brands with a 59 per cent share.
He was followed by Priyanka Chopra (20 per cent), M S Dhoni (10 per cent), Sania Mirza (8 per cent) and John Abraham (3 per cent).
Disclaimer:
This is to remind that the Views or Opinions in the blog are entirely mine unless explicitly stated. The Views and Opinions published in this blog should in no way be related to any other person or organization associated -- directly or indirectly -- with me.
Friday, March 21, 2014
Harley Davidson VRSCF V Rod Muscle 2009 Review
Like the new, robust chassis on Harley-Davidson’s touring machines, news about a brand new V-Rod is only weeks old, but like the touring bikes, our time at the recent ‘09 H-D model launch presented an opportunity to cop a ride on the new V-Rod Muscle.
The long, low and clean look of this latest VRSC family member strikes a familiar pose to that of the other two V-Rods, the intimidating blacked-out (and now Dark Custom member) Night Rod Special and the more simple but classic-looking V-Rod.
Flexing some new muscle
The Muscle is primarily a styling exercise. Rather than the more rounded shapes of the other ‘Rods, this new guy adopts slightly more angular shapes, especially in the faux fuel tank/air-box cover, wide side air-intake covers and squared-off low and cushy saddle with a rear support designed to hold the rider in place during powerful bursts of acceleration on tap from the same super-smooth 60-degree liquid-cooled DOHC, eight-valve, Revolution 1250cc V-Twin that powers all ’Rods. The Muscle comes in a 121 hp/85 ft-lbs flavor.
Also new is the radiator shroud and minimalist rear fender with incredibly tasteful and smartly-integrated stop/turn/taillight. The further one gets from the rear of this bike, the thinner the fender looks, yet safety isn’t impacted thanks to the powerfully-bright LED lighting. In another stroke of design genius, front LED turn indicators are blended to near invisibleness in the mirror stalks.
The front fender also deserves styling kudos with its rear half wearing a matte-black finish in order to disappear visually, leaving the first impression that only a simple, chopped fender covers the 5-spoke cast-aluminum 19-inch front wheel.
The mirrors themselves, along with the meaty angular bars, internally-wired cast bar riser and simple triple gauges with sportbike-gauge-inspired looks all add to the block o’ billet appearance of the bike.
Finally, the most distinct item setting the Muscle apart from its mates is the wide, long and low dual-exhaust. A muscle-car look was the goal with a single exhaust pipe per side instead of the dual over-under set up on both the Night Rod Special and V-Rod. The satiny finish of the exhaust works especially well on the Brilliant Silver color scheme.
Looks are one thing, a cooked inner calf, melted boot rubber or fried leather are another. I can’t deny the designer’s success at harkening to the muscle-car appeal with the Muscle’s exhaust, but the exhaust shape and placement forces a wide stance when putting a foot down at a light and when straddling the bike.
We had the opportunity to hammer the Muscle down the dragstrip (look for more on that in an upcoming story) at Infineon Raceway in Sonoma County, CA, which revealed the obtrusiveness of the exhaust system. The area just past the point where the head pipes meet the mufflers became darkened and sticky with the melted plastic of roadrace boots, as the smell of hot leather was present and color transfer from leather suits or pants was clearly evident on the exhaust.
They look good, these pipes, but they get hot. More than once during our street ride did I get that sharp jolt of hot flesh as my jeans-covered leg got too close to the exhaust during a stop or paddle maneuver. Pillions may be in jeopardy too of burning some leg hair. Hot stuff, meng!
I was genuinely surprised at how nimble the bike felt and how easily it transitioned left to right, back and forth, despite the big 240mm rear tire...
With a 67-inch wheelbase, slow-speed steering requires effort at the bars and the bike feels generally cumbersome. But that effort melts from your mind once up to speed, and the good leverage from the aggressive bend in the moderately wide handlebars is your friend when hustling this long boy through the tighter and narrower roads on your travels.
It wasn’t until the last 30 miles of the day when an opportunity allowed me to wind up the quick-revving Twin and start flicking the Muscle through the tight stuff. I was genuinely surprised at how nimble the bike felt and how easily it transitioned left to right, back and forth, despite the big 240mm rear tire, now standard on all VRSC models.
This impromptu route gave the bike a chance to reveal a quick handling, stable and very fun characteristic that I didn’t think existed in the machine prior to this point on my ride. The effort required to initiate and then complete a tight radius turn was gone and in its place was a willing participant in my peg-grinding silliness.
Ride quality from the 43mm inverted fork is very good, offering the sensation of a very taut package all around. Only the sharpest angled bumps are a pain, literally, in the rear.
Indeed, the V-Rod is still a cruiser at heart, and has the forward controls to prove it. If there’s another inherent flaw on this ’Rod, aside from the blistering exhausts, it’s the limited lean angle. But, if you’re willing to carry the bike higher, or farther out, in the turn in order to limit the amount of lean needed to complete the turn, you can reduce a good portion of the metal-on-asphalt sound.
Whatever your turning prowess, one thing we can all enjoy is the mill. Acceleration is ferocious from roughly 6,000 rpm all the way to redline; generally, the engine pulls in a very confident and linear manner in any gear and almost any engine speed. Reeling in this silver bullet is cake with the potent dual Brembos made all the more effective when coupled with the optional ABS.
The V-Rod Muscle easily flexes its might with the incredibly smooth and powerful engine and tranny, good ride quality and excellent brakes. If you’re tall enough or content enough to look beyond the stretched ergos to enjoy the bike on the flat, you’ll be doubly rewarded for your endurance when you get this new tuff kid in the corners, or on the ’strip.
The new V-Rod Muscle has a starting suggested MSRP of $17,199 and comes in Vivid Black, Brilliant Silver, Dark Blue Denim and Red Hot Sunglo.
2009 Street Bob gets fresh
Weighing in with a number of cosmetic changes for this year, the venerable Dyna Street Bob is graced with black and silver powder-coated engine treatment that forsakes shiny cooling fins. Gloss-black steel laced wheels are shown off by a low profile front fender. A chopped rear fender with exposed supports is adorned with an old-style LED taillight, and turn indicators also function as stop- and tail-lights, a la the Sportster Nightster.
2009 Sportster news
Suspension upgrades on the 883C, 1200L and 1200C include new springs and recalibrated damping rates for improved ride comfort. New low-profile front fenders are now on all models, and the 883 and 1200 Custom models now ride on a solid-disc silver cast-aluminum rear wheel and a chrome cast-aluminum slotted-disc rear wheel, respectively.
Here’s some Sportster owner data that you might find interesting: 94% of all Sporty owners will buy another Harley. Start ‘em out on a Harley and it looks like they’ll always be on a Harley.
Read more »
The long, low and clean look of this latest VRSC family member strikes a familiar pose to that of the other two V-Rods, the intimidating blacked-out (and now Dark Custom member) Night Rod Special and the more simple but classic-looking V-Rod.
Flexing some new muscle
The Muscle is primarily a styling exercise. Rather than the more rounded shapes of the other ‘Rods, this new guy adopts slightly more angular shapes, especially in the faux fuel tank/air-box cover, wide side air-intake covers and squared-off low and cushy saddle with a rear support designed to hold the rider in place during powerful bursts of acceleration on tap from the same super-smooth 60-degree liquid-cooled DOHC, eight-valve, Revolution 1250cc V-Twin that powers all ’Rods. The Muscle comes in a 121 hp/85 ft-lbs flavor.Also new is the radiator shroud and minimalist rear fender with incredibly tasteful and smartly-integrated stop/turn/taillight. The further one gets from the rear of this bike, the thinner the fender looks, yet safety isn’t impacted thanks to the powerfully-bright LED lighting. In another stroke of design genius, front LED turn indicators are blended to near invisibleness in the mirror stalks.
The front fender also deserves styling kudos with its rear half wearing a matte-black finish in order to disappear visually, leaving the first impression that only a simple, chopped fender covers the 5-spoke cast-aluminum 19-inch front wheel.
The mirrors themselves, along with the meaty angular bars, internally-wired cast bar riser and simple triple gauges with sportbike-gauge-inspired looks all add to the block o’ billet appearance of the bike.
Finally, the most distinct item setting the Muscle apart from its mates is the wide, long and low dual-exhaust. A muscle-car look was the goal with a single exhaust pipe per side instead of the dual over-under set up on both the Night Rod Special and V-Rod. The satiny finish of the exhaust works especially well on the Brilliant Silver color scheme.
Looks are one thing, a cooked inner calf, melted boot rubber or fried leather are another. I can’t deny the designer’s success at harkening to the muscle-car appeal with the Muscle’s exhaust, but the exhaust shape and placement forces a wide stance when putting a foot down at a light and when straddling the bike.
We had the opportunity to hammer the Muscle down the dragstrip (look for more on that in an upcoming story) at Infineon Raceway in Sonoma County, CA, which revealed the obtrusiveness of the exhaust system. The area just past the point where the head pipes meet the mufflers became darkened and sticky with the melted plastic of roadrace boots, as the smell of hot leather was present and color transfer from leather suits or pants was clearly evident on the exhaust.They look good, these pipes, but they get hot. More than once during our street ride did I get that sharp jolt of hot flesh as my jeans-covered leg got too close to the exhaust during a stop or paddle maneuver. Pillions may be in jeopardy too of burning some leg hair. Hot stuff, meng!I was genuinely surprised at how nimble the bike felt and how easily it transitioned left to right, back and forth, despite the big 240mm rear tire...
With a 67-inch wheelbase, slow-speed steering requires effort at the bars and the bike feels generally cumbersome. But that effort melts from your mind once up to speed, and the good leverage from the aggressive bend in the moderately wide handlebars is your friend when hustling this long boy through the tighter and narrower roads on your travels.It wasn’t until the last 30 miles of the day when an opportunity allowed me to wind up the quick-revving Twin and start flicking the Muscle through the tight stuff. I was genuinely surprised at how nimble the bike felt and how easily it transitioned left to right, back and forth, despite the big 240mm rear tire, now standard on all VRSC models.
This impromptu route gave the bike a chance to reveal a quick handling, stable and very fun characteristic that I didn’t think existed in the machine prior to this point on my ride. The effort required to initiate and then complete a tight radius turn was gone and in its place was a willing participant in my peg-grinding silliness.
Ride quality from the 43mm inverted fork is very good, offering the sensation of a very taut package all around. Only the sharpest angled bumps are a pain, literally, in the rear.
Indeed, the V-Rod is still a cruiser at heart, and has the forward controls to prove it. If there’s another inherent flaw on this ’Rod, aside from the blistering exhausts, it’s the limited lean angle. But, if you’re willing to carry the bike higher, or farther out, in the turn in order to limit the amount of lean needed to complete the turn, you can reduce a good portion of the metal-on-asphalt sound.
Whatever your turning prowess, one thing we can all enjoy is the mill. Acceleration is ferocious from roughly 6,000 rpm all the way to redline; generally, the engine pulls in a very confident and linear manner in any gear and almost any engine speed. Reeling in this silver bullet is cake with the potent dual Brembos made all the more effective when coupled with the optional ABS.
The V-Rod Muscle easily flexes its might with the incredibly smooth and powerful engine and tranny, good ride quality and excellent brakes. If you’re tall enough or content enough to look beyond the stretched ergos to enjoy the bike on the flat, you’ll be doubly rewarded for your endurance when you get this new tuff kid in the corners, or on the ’strip.
The new V-Rod Muscle has a starting suggested MSRP of $17,199 and comes in Vivid Black, Brilliant Silver, Dark Blue Denim and Red Hot Sunglo.
2009 Street Bob gets fresh
Weighing in with a number of cosmetic changes for this year, the venerable Dyna Street Bob is graced with black and silver powder-coated engine treatment that forsakes shiny cooling fins. Gloss-black steel laced wheels are shown off by a low profile front fender. A chopped rear fender with exposed supports is adorned with an old-style LED taillight, and turn indicators also function as stop- and tail-lights, a la the Sportster Nightster.
2009 Sportster news
Suspension upgrades on the 883C, 1200L and 1200C include new springs and recalibrated damping rates for improved ride comfort. New low-profile front fenders are now on all models, and the 883 and 1200 Custom models now ride on a solid-disc silver cast-aluminum rear wheel and a chrome cast-aluminum slotted-disc rear wheel, respectively.
Wednesday, March 5, 2014
Honda CBR600RR C ABS 2009 Review
In June 2008 Honda announced that it had developed and implemented the “world’s first electronically controlled braking system for supersport motorcycles.” At the time, we could only wonder what it might be like to haul the CBR600RR, consecutive five-time AMA Formula Xtreme and consecutive six-time World Supersport champ, in from speed with the aid of combined braking and ABS.
Wondering about the optional system has now been supplanted by experiencing. We’ve been to the Mountaintop of Braking and seen that it is good aboard the 2009 CBR600RR C-ABS!
Had Big Red simply pared down just enough of the Combined (linked) ABS system as currently found on the Gold Wing, ST1300 and VFR in order to fit the CBR 600 and 1000? The system is in fact all new.
Judging by the sound of crickets when I asked American Honda’s Millar Farewell, Assistant Manager of Technical Training, if this CBR system will soon be found on the aforementioned touring and sport-touring models, the reasonable assumption is indeed it will. Likely it won’t be identical, as the CBR system is optimized for sportbikes. However, in short, this newest C-ABS is simplified, smarter, faster and lighter in contrast to the existing system, so it’s likely Honda will apply a variant across other models.
There’s ABS, then there’s Honda C-ABS
Honda reminds us that traditional ABS and combined braking ABS on bikes use extra components, like a delay valve, pressure control valve, a fork-mounted secondary master cylinder and special 3-piston brake calipers. What makes this new system exceptional is that Honda was able to do away with those extra clunky bits, using a traditional caliper in the process. In the case of the ’09 CBR600RR (regardless of C-ABS option or standard brake) that traditional caliper is now essentially the same mono-block radial-mount caliper that’s on the CBR1000RR. Nice upgrade.
One of the biggest challenges to applying C-ABS in the case of the CBR models is their short wheelbase and high CoG. As you may have seen in race photos, or even experienced for yourself, hammering the front brake on a modern sportbike will have the rear wheel skyward in no time. C-ABS dramatically reduces unwanted chassis pitch from heavy braking.
In keeping with the mass-centralization philosophy of Honda sportbikes, the C-ABS components were located in places that didn’t negatively impact the bike’s handling. Despite their best efforts, one minor change, relocation of the shock reservoir to the left side rail of the subframe, was needed to accommodate placement of the rear power unit.
By now you’re probably wondering how much extra weight the C-ABS CBR600RR is carrying around. The system adds approximately 22 pounds to the honest-Indian curb weight of the non-C-ABS model’s 412 pounds. Honda did what all the other OEMs do: bought competitor’s bikes.
Beyond wheel-speed sensors and pulser rings necessary to all anti-lock systems, the Combined-ABS on both the CBR 600 and 1000 consists of one power (modulator) unit and one valve unit per wheel, and of course the ABS brain, or more officially, electronic control module (ECM).
Forgetting ABS for a minute, let’s take a simple look at how this new system functions.
When you put the squeeze on the front brake lever or rear brake pedal, fluid from the respective lever/pedal master cylinder travels to the valve unit in which pressure sensors relay info to the ECM about how much pressure you’ve applied. The ECM then signals to the power unit. This power unit is a motorized gear-driven ball screw that operates a piston (think of it like the piston in the master cylinder) to apply brake fluid pressure. Fluid then travels out of the power unit, back through the valve unit and out to the caliper(s).
New C-ABS for Dummies: brake lever to valve unit; valve unit signals ECM; ECM signals power unit; power unit applies pressure back through valve unit and out to caliper. You stop.
If you’re starting to think about this system and realizing that your squeezing on the lever isn’t really applying pressure to the caliper, you might be wondering how, or if, you get the same feel at the lever as you would on a traditional system. Inside the valve unit is what’s called a stroke simulator. The simulator is a pair of “rubber cushions of differing density that returns increasing amounts of resistance [to the lever or pedal] as brake lever/pedal pressure is applied.” Think of it like a flight simulator for the brake lever.
So how did Honda put the sensation of traditional brake feel into two tiny pieces of rubber? Only the staff in Japan knows precisely how, but helping assess the feel required to mimic regular brakes was partially the work of Honda development riders and former racers, Jeff Tigert and Doug Toland. Both gents have countless hours of development time in Honda street motorcycles, and as Farewell said, “When you ride a CBR C-ABS, a little bit of Doug and Jeff is riding with you.” That’s quite reassuring, especially if you’ve witnessed how quickly those two racer-types can lay down lap times.
According to Farewell, this updated C-ABS’s ECM reacts three times faster than the ECM on the VFR. The new system has to react faster by virtue of how much quicker things take place on the typical supersport machine. Additionally, thanks to the seamless anti-lock activation, the rider has no sense of its use until approximately the last few feet before stopping when a small amount of vibration, or shudder, can be felt through the chassis. And this is only because now that the bike is slowed to that point it’s possible to perceive some feedback. This occasional sensation is so minimal that it will likely go unnoticed by most riders.
Skeptical of a computer doing all the thinking for you? A fail-safe system determines that C-ABS is all or nothing. If any one point in the system self-check fails, the entire C-ABS essentially shuts down, leaving all valving open and free flowing, thereby reverting to a traditional, non-ABS brake. Also, don’t forget that this system is tailored to supersport riding and is far less intrusive than some ABS haters may think it is. Unlike some of the current ABS on BMW bikes, Honda C-ABS cannot be manually disabled.
When the system sees that you’re really crushing the brake lever in a feverish attempt to stop, it will then apply a degree of rear brake based on a predetermined pressure value from the front, regardless of ABS activation. You could do this on a conventional system, but most riders don’t have the skill necessary to match the speed and precision of the electronic system. Applying some level of rear brake will cause the rear suspension to compress, thereby helping stabilize the chassis, achieving one of the primary goals of employing C-ABS on a supersport.
When using the rear brake only, the ECM doesn’t bring the front brake into action until the rear brake is near the point of lock-up. This, says Farewell, is different than current linked systems that include the front brake much sooner. This allows a rider to use the rear brake much like a non-combined system. This could come in handy, for example, during sporty stints when the rider might use the rear for trail-braking.
Talk is cheap
In order that Honda may prove to the world just how special this new C-ABS, American motorjournalists were invited to the company’s North American R&D facility somewhere between the high-desert terrain of Mojave, CA and the middle of nowhere. Security is tighter than a crab’s tushy. After passing through the first security checkpoint, and a security escort straight to our destination, I felt like maybe I wasn’t on U.S. soil any longer…
Testing the bike would take place on what Honda calls the Winding Road course, a 4.5-mile circuit designed primarily for evaluating autos. It’s meant to simulate real world conditions. It has elevation changes, decreasing radius and banked turns, varied pavement surfaces, painted lines, and purposely placed pot holes and bumps.
So what would make an ideal testing situation for an ABS package? How about a naturally slickened surface courtesy of two days of rain? Consecutive days of rain are something of an anomaly in that region of the Mojave. The power of Honda…
After a sighting lap or two we were cut loose. Despite the potential of the new C-ABS, my hundreds of thousands of miles of riding in the wet without the benefit of ABS have thoroughly and wholly hard-wired my brain to avoid crushing the lever in such conditions. Nevertheless, Honda staffers assured us that when we were ready to abandon braking convention and discard our sense of self-preservation the new C-ABS would be waiting for us with open arms.
We weren’t there to perform the typical critique of a bike’s power and handling prowess, so going fast wasn’t my focus. However, when a corner approached or the initial ascent of a hill was spotted, I did my best to ply the front brake as recklessly as I could convince myself to. ABS aside, the CBR1000RR-like calipers provide excellent feel and very linear rotor crushing power. Anyone purchasing an ’09 CBR600RR without the optional C-ABS will nonetheless be rewarded with outstanding brakes.
My report on ABS on the road course is that it operates exactly as advertised. Absolutely no pulsing commonly experienced on many anti-lock systems was transmitted back to the lever or pedal, and only the slightest shimmy in the chassis could be felt in the last dozen or so feet before coming to a complete stop. The system is simply and wonderfully seamless. Period.
Moving over to the skid pad, one in our party had the brassy orbs to suggest purposely flooding the pad beyond what moisture had already been deposited from the sky. Foolish? Perhaps. Completely safe and manageable with the CBR’s C-ABS? Absolutely!
With more than an inch of standing water, residual mud, sand, and grit runoff, as well as painted lines, the stage was set for a spectacular crash.
Reaching speeds of around an indicated 100 mph in a very short distance followed by the hardest squeeze I dare apply resulted in nothing more than coming to a stop. A stop, I should add, that obviously required more distance than what it would have on a drier surface, but the C-ABS provided the best stop possible in that situation.
Indeed, too, it was much more apparent in this flooded environment that ABS was working, as the feeling of the rear tire slowing and then accelerating was obvious. Still, though I was conscious of this near-crash scenario, I was instilled with that cliché ever-present in moto reviews: confidence.
The best Supersport brakes?
People, this system works incredibly well. It’s a tad too early to say with impunity until we get our hands on the other players in this arena, but I’m hedging that the 2009 Honda CBR600RR C-ABS has the best brakes in class. For all my riding and braking experience, if I were in the market for a CBR600RR, I absolutely would opt for C-ABS.
MSRP for non-C-ABS models is $9,799; C-ABS models will be $10,799.
Read more »
Wondering about the optional system has now been supplanted by experiencing. We’ve been to the Mountaintop of Braking and seen that it is good aboard the 2009 CBR600RR C-ABS!
Had Big Red simply pared down just enough of the Combined (linked) ABS system as currently found on the Gold Wing, ST1300 and VFR in order to fit the CBR 600 and 1000? The system is in fact all new.
Judging by the sound of crickets when I asked American Honda’s Millar Farewell, Assistant Manager of Technical Training, if this CBR system will soon be found on the aforementioned touring and sport-touring models, the reasonable assumption is indeed it will. Likely it won’t be identical, as the CBR system is optimized for sportbikes. However, in short, this newest C-ABS is simplified, smarter, faster and lighter in contrast to the existing system, so it’s likely Honda will apply a variant across other models.
| ABS 101 |
 Imagine a traditional brake system. When you apply the brake, fluid travels directly from the brake lever/master cylinder through brake lines to the caliper; essentially a straight shot. Hopefully you’ll come to a safe stop in the amount of time or distance you want based upon the amount of pressure you apply to the lever or pedal. The most basic components of the typical ABS are: wheel-speed sensors, pressure control valve(s), and an electronic controller (ABS brain). With ABS, instead of fluid traveling straight from the lever/pedal to the caliper, it now first passes through a control valve, then out to the respective calipers. Under normal circumstances fluid moves uninhibited from the lever through the control valve and out to the caliper; just like a standard system but with the extra path through the control valve. The electronic controller unit comes into the picture by monitoring wheel speed via sensors on each wheel, constantly looking for unusually rapid deceleration. The ABS brain knows, based upon parameters programmed into it, at some point in that rapid deceleration the wheel will “lock-up.” Before this can happen, the ECU will close valves in the control valve unit, allowing pressure in the brake to drop enough in order for the wheel’s speed not to stop. At that point the brain will re-open the control valve for pressure to build again, in essence allowing another attempt at stopping.  |
There’s ABS, then there’s Honda C-ABS
| Honda had four basic goals to achieve with this new C-ABS: | |
| • Enable immediate full use of braking performance | |
| • Retain stability while braking | |
| • Less chassis reaction while ABS is active | |
| • Rider confidence gained or increased from knowledge of no wheel “lock-up” (ABS) | |
Honda reminds us that traditional ABS and combined braking ABS on bikes use extra components, like a delay valve, pressure control valve, a fork-mounted secondary master cylinder and special 3-piston brake calipers. What makes this new system exceptional is that Honda was able to do away with those extra clunky bits, using a traditional caliper in the process. In the case of the ’09 CBR600RR (regardless of C-ABS option or standard brake) that traditional caliper is now essentially the same mono-block radial-mount caliper that’s on the CBR1000RR. Nice upgrade.
One of the biggest challenges to applying C-ABS in the case of the CBR models is their short wheelbase and high CoG. As you may have seen in race photos, or even experienced for yourself, hammering the front brake on a modern sportbike will have the rear wheel skyward in no time. C-ABS dramatically reduces unwanted chassis pitch from heavy braking.
In keeping with the mass-centralization philosophy of Honda sportbikes, the C-ABS components were located in places that didn’t negatively impact the bike’s handling. Despite their best efforts, one minor change, relocation of the shock reservoir to the left side rail of the subframe, was needed to accommodate placement of the rear power unit.
By now you’re probably wondering how much extra weight the C-ABS CBR600RR is carrying around. The system adds approximately 22 pounds to the honest-Indian curb weight of the non-C-ABS model’s 412 pounds. Honda did what all the other OEMs do: bought competitor’s bikes.
| The tally for 2009 Japanese supersports real-world wet weights according to Honda is: | |
| • CBR600RR non-C-ABS – 412 lbs; C-ABS equipped – 434 lbs | |
| • Kawasaki ZX-6R – 428 lbs (Kawi claimed – 421) | |
| • Suzuki GSX-R600 – 434 lbs (Suzuki claimed -- 432) | |
| • Yamaha R6 – 422 (Yamaha claimed *wet*-- 414) | |
Beyond wheel-speed sensors and pulser rings necessary to all anti-lock systems, the Combined-ABS on both the CBR 600 and 1000 consists of one power (modulator) unit and one valve unit per wheel, and of course the ABS brain, or more officially, electronic control module (ECM).
Forgetting ABS for a minute, let’s take a simple look at how this new system functions.
When you put the squeeze on the front brake lever or rear brake pedal, fluid from the respective lever/pedal master cylinder travels to the valve unit in which pressure sensors relay info to the ECM about how much pressure you’ve applied. The ECM then signals to the power unit. This power unit is a motorized gear-driven ball screw that operates a piston (think of it like the piston in the master cylinder) to apply brake fluid pressure. Fluid then travels out of the power unit, back through the valve unit and out to the caliper(s).
New C-ABS for Dummies: brake lever to valve unit; valve unit signals ECM; ECM signals power unit; power unit applies pressure back through valve unit and out to caliper. You stop.
If you’re starting to think about this system and realizing that your squeezing on the lever isn’t really applying pressure to the caliper, you might be wondering how, or if, you get the same feel at the lever as you would on a traditional system. Inside the valve unit is what’s called a stroke simulator. The simulator is a pair of “rubber cushions of differing density that returns increasing amounts of resistance [to the lever or pedal] as brake lever/pedal pressure is applied.” Think of it like a flight simulator for the brake lever.
So how did Honda put the sensation of traditional brake feel into two tiny pieces of rubber? Only the staff in Japan knows precisely how, but helping assess the feel required to mimic regular brakes was partially the work of Honda development riders and former racers, Jeff Tigert and Doug Toland. Both gents have countless hours of development time in Honda street motorcycles, and as Farewell said, “When you ride a CBR C-ABS, a little bit of Doug and Jeff is riding with you.” That’s quite reassuring, especially if you’ve witnessed how quickly those two racer-types can lay down lap times.
According to Farewell, this updated C-ABS’s ECM reacts three times faster than the ECM on the VFR. The new system has to react faster by virtue of how much quicker things take place on the typical supersport machine. Additionally, thanks to the seamless anti-lock activation, the rider has no sense of its use until approximately the last few feet before stopping when a small amount of vibration, or shudder, can be felt through the chassis. And this is only because now that the bike is slowed to that point it’s possible to perceive some feedback. This occasional sensation is so minimal that it will likely go unnoticed by most riders.Skeptical of a computer doing all the thinking for you? A fail-safe system determines that C-ABS is all or nothing. If any one point in the system self-check fails, the entire C-ABS essentially shuts down, leaving all valving open and free flowing, thereby reverting to a traditional, non-ABS brake. Also, don’t forget that this system is tailored to supersport riding and is far less intrusive than some ABS haters may think it is. Unlike some of the current ABS on BMW bikes, Honda C-ABS cannot be manually disabled.
When the system sees that you’re really crushing the brake lever in a feverish attempt to stop, it will then apply a degree of rear brake based on a predetermined pressure value from the front, regardless of ABS activation. You could do this on a conventional system, but most riders don’t have the skill necessary to match the speed and precision of the electronic system. Applying some level of rear brake will cause the rear suspension to compress, thereby helping stabilize the chassis, achieving one of the primary goals of employing C-ABS on a supersport.
When using the rear brake only, the ECM doesn’t bring the front brake into action until the rear brake is near the point of lock-up. This, says Farewell, is different than current linked systems that include the front brake much sooner. This allows a rider to use the rear brake much like a non-combined system. This could come in handy, for example, during sporty stints when the rider might use the rear for trail-braking.
Talk is cheap
In order that Honda may prove to the world just how special this new C-ABS, American motorjournalists were invited to the company’s North American R&D facility somewhere between the high-desert terrain of Mojave, CA and the middle of nowhere. Security is tighter than a crab’s tushy. After passing through the first security checkpoint, and a security escort straight to our destination, I felt like maybe I wasn’t on U.S. soil any longer…
Testing the bike would take place on what Honda calls the Winding Road course, a 4.5-mile circuit designed primarily for evaluating autos. It’s meant to simulate real world conditions. It has elevation changes, decreasing radius and banked turns, varied pavement surfaces, painted lines, and purposely placed pot holes and bumps.
So what would make an ideal testing situation for an ABS package? How about a naturally slickened surface courtesy of two days of rain? Consecutive days of rain are something of an anomaly in that region of the Mojave. The power of Honda…
After a sighting lap or two we were cut loose. Despite the potential of the new C-ABS, my hundreds of thousands of miles of riding in the wet without the benefit of ABS have thoroughly and wholly hard-wired my brain to avoid crushing the lever in such conditions. Nevertheless, Honda staffers assured us that when we were ready to abandon braking convention and discard our sense of self-preservation the new C-ABS would be waiting for us with open arms.We weren’t there to perform the typical critique of a bike’s power and handling prowess, so going fast wasn’t my focus. However, when a corner approached or the initial ascent of a hill was spotted, I did my best to ply the front brake as recklessly as I could convince myself to. ABS aside, the CBR1000RR-like calipers provide excellent feel and very linear rotor crushing power. Anyone purchasing an ’09 CBR600RR without the optional C-ABS will nonetheless be rewarded with outstanding brakes.
My report on ABS on the road course is that it operates exactly as advertised. Absolutely no pulsing commonly experienced on many anti-lock systems was transmitted back to the lever or pedal, and only the slightest shimmy in the chassis could be felt in the last dozen or so feet before coming to a complete stop. The system is simply and wonderfully seamless. Period.
Moving over to the skid pad, one in our party had the brassy orbs to suggest purposely flooding the pad beyond what moisture had already been deposited from the sky. Foolish? Perhaps. Completely safe and manageable with the CBR’s C-ABS? Absolutely!
With more than an inch of standing water, residual mud, sand, and grit runoff, as well as painted lines, the stage was set for a spectacular crash.
Reaching speeds of around an indicated 100 mph in a very short distance followed by the hardest squeeze I dare apply resulted in nothing more than coming to a stop. A stop, I should add, that obviously required more distance than what it would have on a drier surface, but the C-ABS provided the best stop possible in that situation.
Indeed, too, it was much more apparent in this flooded environment that ABS was working, as the feeling of the rear tire slowing and then accelerating was obvious. Still, though I was conscious of this near-crash scenario, I was instilled with that cliché ever-present in moto reviews: confidence.
The best Supersport brakes?
People, this system works incredibly well. It’s a tad too early to say with impunity until we get our hands on the other players in this arena, but I’m hedging that the 2009 Honda CBR600RR C-ABS has the best brakes in class. For all my riding and braking experience, if I were in the market for a CBR600RR, I absolutely would opt for C-ABS.
MSRP for non-C-ABS models is $9,799; C-ABS models will be $10,799.
Honda CRF230M 2009 Review
This supermoto thing is finally gaining a foothold with the giants of the motorcycle industry.
The DRZ400SM has been in the Suzuki lineup for a number of years now. The motard DR is pretty true-to-form of what grassroots supermotos were crafted from: a dirt bike with decreased suspension travel, and made to accept 17-inch wheels in order to wear sportbike-size performance tires.
Kawasaki got in on the game this year with the KLX250SF, the ’09 supermotard-ed version of the KLX250S, and Yamaha’s fuel-injected WR250X is a class gem. Now, Honda follows suit, doing essentially to the CRF230L dualie, what Kawi and Yamaha did with their lightweight multi-purpose motorbikes.
We gave the 230L, powered by an air-cooled, SOHC, 223cc, 6-speed Single fed by a 30mm constant velocity carb, a thorough thrashing last year in our 2008 Lightweight Dual Purpose Shootout. The Honda was down on power in that test, especially to the Kawasaki, but we came away impressed by how capable the CRF proved to be with only 14 rwhp, and of course, its legendary Honda quality.
For 2009 Honda introduced the CRF230M. It is, in essence, the same bike as the off-roadie L model, only with 17-inch spoke wheels fitted with Dunlop GT401 Arrowmax tires in sizes 110/70 x 17 and 130/70 x 17, front and rear. A one-tooth smaller wheel sprocket (38) allows slightly higher speeds on the road compared to the L model’s 13 x 39 sprocket combo.
Both Honda models carry the single-cylinder mill in a sturdy steel-tube single cradle-type frame. Each bike also sports a 37mm Showa fork with 9.0 inches of travel, and each run a pre-load adjustable Showa shock out back, but the motard model’s rear travel is a skosh more at 6.6 inches versus the L model’s 6.3 inches. The supermoto and enduro machines also share a 240mm brake rotor squeezed by a single dual-piston sliding-pin caliper up front; a single-piston sliding-pin caliper grabs a 220mm rear brake rotor.
Though both motorcycles’ 52-plus-inch wheelbase vary by only a fraction of an inch, the CRF230M runs tighter steering geometry biased for quicker handling on the pavement: a 23.9-degree rake and 3.58 inches of trail compared to the CRF230L’s 26.8-degree rake and 4.0 inches of trail.
What’s new with you, Mr. Lightweight Motard?
It’s been just about one year since we rode the 230L, so time on the M model served as a reminder of some of the nicer qualities about this basic Honda platform. An air-cooled 223cc Single doesn’t sound impressive in this day and age, where 1,000cc superbikes are as ubiquitous as “male enhancement” commercials on late-night cable television. But what may come as a surprise is the CRF230M’s ability to loft the front wheel with ease in first gear given a little assistance from the clutch. The gearbox feels taut and has a short throw, making clean, positive shifts a routine thing.
But more impressive than the transmission was the general smoothness of the engine. I’d forgotten in nearly a year just how darn good of a job Honda has done at mitigating vibration from an engine configuration that is otherwise inherently buzzy.
Even with the throttle rapped out in top gear in order to stay just ahead of L.A. freeway traffic, the 230M is smooth for a Thumper, and therefore a pleasure to ride.
In the right conditions the 230 makes just enough power to see an indicated 80 mph, keeping you (mostly!) just out of harm’s way on the highways and interstates of SoCal. And before you ask, no, I wouldn’t recommend any more time on the freeway than absolutely necessary. The bike is, after all, a small-displacement machine. Finally, fueling and throttle response from the basic carb was very good if not flawless.
The suspension’s been tuned with a good amount of compression damping without feeling overly squishy, as a budget-bikes suspension often tends to be. The Dunlop rubber offers plenty of grip for a bike of this displacement and claimed ready-to-ride weight of 276 lbs. The tires have about as ideal a profile as possible with good feedback, neutral handling, and linear and predictable turn-in feel.
A word of warning though: rain groves and other large gaps in the pavement can play havoc with the tires relatively small cross section, particularly when at full boogie, causing the tires to “seek” and the bars to wiggle a little more than you might expect. The trade-off for a less-than-ideal freeway mount is nimbleness. The bike’s lightweight and diminutive stature means it’s capable of darting through traffic or the tight confines of a parking lot like a dragonfly with wings of fire.
What the front brake lacks in Brembo-like stopping force it more than makes up for in the form of feedback. Good sensitivity is often hard to come by in sliding-pin type calipers. The rear disc brake performs well enough, but I’ve experienced better stopping power in some lower-tech drum brakes.
Some other highlights we enjoyed are the removable rubber inserts (good for reducing vibes) in the off-road-style footpegs and a Renthal handlebar.
What is ultimately an asset for a bike in this market is the rather low but welcoming 31.7-inch seat height. For the new, female or shorter-inseam rider, this is a boon. However, anyone with a 30-inch inseam or longer might find the little CR feeling almost too small at times. It’s always a treat to come to a stop and plant both feet solidly on terra firma, but I guess my decades worth of riding experience made me prefer something with a little more height and legroom.
This is a Honda, so it’s hard for us to say this, but all is not ideal (note we didn’t say perfect!). Essentially, what we’re talking about here is really nit-picky and entirely subjective, but the bike’s styling could use some modernizing. For instance, the square headlight simply looks outdated. And the full-size amber turn signals, as well as the full-size tail/brake light come across as slightly out of proportion to the rest of the bike, not to mention looking rather 1990s.
Also, the buzzard beak full-on motocross fender could be scaled down a tad. And would it be too much to ask to figure out a way to throw in a tachometer and maybe a locking fuel cap?
Indeed, the quality of the CRF230M is unquestionable and easy to recognize in the high-quality surface finishes of the frame, swingarm and engine. Or how Honda has taken the time to discreetly mask unnecessary details like the carb’s push-pull cable mechanism. From the instrument cluster to the quality feel and action of the switchgear, and even to the passenger footpegs, attention to the small stuff isn’t left behind on this motorcycle despite the constant forward march for maximum profitability.
Then again, it’s the apparent profit margin on the CRF230M that makes us scratch our heads. It’s my notion that an air-cooled single-cylinder bike with an MSRP of $5,399 probably should have those missing little extras or updates I whined about above, and then some.
Kawi’s lightweight motard KLX250SF (and sibling dual-purpose scoot) offers more displacement, liquid-cooling, higher-spec suspension and an LCD instrument cluster for an MSRP precisely $100 less than the CRF230M.
In light of the disparity between the bikes and their prices, we’re left to keep scratching our heads, asking what was it Kawasaki, a company with lower production numbers than Honda, was able to do that Big Red couldn’t?
Read more »
The DRZ400SM has been in the Suzuki lineup for a number of years now. The motard DR is pretty true-to-form of what grassroots supermotos were crafted from: a dirt bike with decreased suspension travel, and made to accept 17-inch wheels in order to wear sportbike-size performance tires.
Kawasaki got in on the game this year with the KLX250SF, the ’09 supermotard-ed version of the KLX250S, and Yamaha’s fuel-injected WR250X is a class gem. Now, Honda follows suit, doing essentially to the CRF230L dualie, what Kawi and Yamaha did with their lightweight multi-purpose motorbikes.
We gave the 230L, powered by an air-cooled, SOHC, 223cc, 6-speed Single fed by a 30mm constant velocity carb, a thorough thrashing last year in our 2008 Lightweight Dual Purpose Shootout. The Honda was down on power in that test, especially to the Kawasaki, but we came away impressed by how capable the CRF proved to be with only 14 rwhp, and of course, its legendary Honda quality.
For 2009 Honda introduced the CRF230M. It is, in essence, the same bike as the off-roadie L model, only with 17-inch spoke wheels fitted with Dunlop GT401 Arrowmax tires in sizes 110/70 x 17 and 130/70 x 17, front and rear. A one-tooth smaller wheel sprocket (38) allows slightly higher speeds on the road compared to the L model’s 13 x 39 sprocket combo.
Both Honda models carry the single-cylinder mill in a sturdy steel-tube single cradle-type frame. Each bike also sports a 37mm Showa fork with 9.0 inches of travel, and each run a pre-load adjustable Showa shock out back, but the motard model’s rear travel is a skosh more at 6.6 inches versus the L model’s 6.3 inches. The supermoto and enduro machines also share a 240mm brake rotor squeezed by a single dual-piston sliding-pin caliper up front; a single-piston sliding-pin caliper grabs a 220mm rear brake rotor.
Though both motorcycles’ 52-plus-inch wheelbase vary by only a fraction of an inch, the CRF230M runs tighter steering geometry biased for quicker handling on the pavement: a 23.9-degree rake and 3.58 inches of trail compared to the CRF230L’s 26.8-degree rake and 4.0 inches of trail.
What’s new with you, Mr. Lightweight Motard?
It’s been just about one year since we rode the 230L, so time on the M model served as a reminder of some of the nicer qualities about this basic Honda platform. An air-cooled 223cc Single doesn’t sound impressive in this day and age, where 1,000cc superbikes are as ubiquitous as “male enhancement” commercials on late-night cable television. But what may come as a surprise is the CRF230M’s ability to loft the front wheel with ease in first gear given a little assistance from the clutch. The gearbox feels taut and has a short throw, making clean, positive shifts a routine thing.
But more impressive than the transmission was the general smoothness of the engine. I’d forgotten in nearly a year just how darn good of a job Honda has done at mitigating vibration from an engine configuration that is otherwise inherently buzzy.
Even with the throttle rapped out in top gear in order to stay just ahead of L.A. freeway traffic, the 230M is smooth for a Thumper, and therefore a pleasure to ride.
In the right conditions the 230 makes just enough power to see an indicated 80 mph, keeping you (mostly!) just out of harm’s way on the highways and interstates of SoCal. And before you ask, no, I wouldn’t recommend any more time on the freeway than absolutely necessary. The bike is, after all, a small-displacement machine. Finally, fueling and throttle response from the basic carb was very good if not flawless.
The suspension’s been tuned with a good amount of compression damping without feeling overly squishy, as a budget-bikes suspension often tends to be. The Dunlop rubber offers plenty of grip for a bike of this displacement and claimed ready-to-ride weight of 276 lbs. The tires have about as ideal a profile as possible with good feedback, neutral handling, and linear and predictable turn-in feel.
A word of warning though: rain groves and other large gaps in the pavement can play havoc with the tires relatively small cross section, particularly when at full boogie, causing the tires to “seek” and the bars to wiggle a little more than you might expect. The trade-off for a less-than-ideal freeway mount is nimbleness. The bike’s lightweight and diminutive stature means it’s capable of darting through traffic or the tight confines of a parking lot like a dragonfly with wings of fire.
| Better Late Than Never |
 When we say supermoto, we’re referring to the recent form of the sport and motorcycles, not the made-for-television spectacle, Superbikers, created by Gavin Trippe that aired on ABC’s Wide World of Sports in the late 1970s through the mid-80s. Unfortunately, after airing for several years, Americans didn’t latch on to the idea of supermoto, and interest in the hybrid form of racing fizzled out. However, our French bike-loving comrades picked up on it and have enjoyed supermotard (French translation of Superbiker) for a long time now. Supermotard, or supermoto, as we know it now in the U.S. is largely the result of Cycle World’s Don Canet’s STTARS (Super TT American Racing Series); the series’ humble beginnings date back over 10 years. Word of the fun to be had at races spread like wildfire, and with each new event more and more riders eager to sample the re-birth of this mult-discipline form of riding filled the STTARS grid. Further evidence of the sport’s appeal was the AMA’s establishment in 2003 of a national supermoto series that attracted names like Jeff Ward, who’s still active racing today, Ben Bostrom, Mike Metzger, Doug Henry and Carey Hart, to name only a smattering of the talented racers drawn to supermoto. We could go on and on about other top-level riders that crossed over to supermoto, or how numerous big name brands glommed on to the sport, but at this point we figure supemoto’s size and popularity is obvious. So, it only took about a decade-plus for major OEMS to catch the drift, with KTM being an exception. As the saying goes, better late than never. |
Some other highlights we enjoyed are the removable rubber inserts (good for reducing vibes) in the off-road-style footpegs and a Renthal handlebar.
What is ultimately an asset for a bike in this market is the rather low but welcoming 31.7-inch seat height. For the new, female or shorter-inseam rider, this is a boon. However, anyone with a 30-inch inseam or longer might find the little CR feeling almost too small at times. It’s always a treat to come to a stop and plant both feet solidly on terra firma, but I guess my decades worth of riding experience made me prefer something with a little more height and legroom.
This is a Honda, so it’s hard for us to say this, but all is not ideal (note we didn’t say perfect!). Essentially, what we’re talking about here is really nit-picky and entirely subjective, but the bike’s styling could use some modernizing. For instance, the square headlight simply looks outdated. And the full-size amber turn signals, as well as the full-size tail/brake light come across as slightly out of proportion to the rest of the bike, not to mention looking rather 1990s. Also, the buzzard beak full-on motocross fender could be scaled down a tad. And would it be too much to ask to figure out a way to throw in a tachometer and maybe a locking fuel cap?
Indeed, the quality of the CRF230M is unquestionable and easy to recognize in the high-quality surface finishes of the frame, swingarm and engine. Or how Honda has taken the time to discreetly mask unnecessary details like the carb’s push-pull cable mechanism. From the instrument cluster to the quality feel and action of the switchgear, and even to the passenger footpegs, attention to the small stuff isn’t left behind on this motorcycle despite the constant forward march for maximum profitability.
Then again, it’s the apparent profit margin on the CRF230M that makes us scratch our heads. It’s my notion that an air-cooled single-cylinder bike with an MSRP of $5,399 probably should have those missing little extras or updates I whined about above, and then some.
Kawi’s lightweight motard KLX250SF (and sibling dual-purpose scoot) offers more displacement, liquid-cooling, higher-spec suspension and an LCD instrument cluster for an MSRP precisely $100 less than the CRF230M.
In light of the disparity between the bikes and their prices, we’re left to keep scratching our heads, asking what was it Kawasaki, a company with lower production numbers than Honda, was able to do that Big Red couldn’t?
Saturday, February 22, 2014
Harley Davidson CVO Models 2009 Review
“This just doesn’t seem altogether right,” was what I said to myself as I watched a patron sail through the large windows that open on to the sidewalk and let the evening costal breeze cool the remnants of a muggy summer day.
The erstwhile bipedal chap, now transformed into a flying mammal, landed on the tattered seat of a bicycle parked on the sidewalk. He was deemed troublesome by an athletic college lad who elected himself peacekeeper. Words were exchanged, gestures made, chests puffed up, but nothing came of it other than bruised egos.
Whiskey Richards, with its dearth of tables and chairs, punching bag machine as sole arcade game and grimy Mens room complete with busted-in-pieces non-functioning toilet, is where this bar room brawl took place, and its about as hole-in-the-wall as a business could be. It really seems out of place in the tony ocean side community of Santa Barbara, CA.
Each CVO model gets the hopped-up Screamin’ Eagle 110 Twin-Cam, the largest engine Harley offers...
In the game of Which One Does Not Belong that played continually in my head, the premium machines that brought me to Santa Barbara, the 2009 Harley-Davidson CVO models, fit much better in this town than Whiskey Richards.
For the uninitiated, CVO is short for Custom Vehicle Operations and is Harleys in-house custom line. Starting with an existing model in the standard Harley line-up, each bike is a rolling display of the thousands of accessories available in the fabled Harley-Davidson Parts and Accessories Catalog. The bikes have rap sheets of chrome bits and custom accessories too long to list. Each bike has three paint schemes available that are unique to the CVO line.
Each CVO model gets the hopped-up Screamin’ Eagle 110 Twin-Cam, the largest engine Harley offers; its joined to the six-speed Cruise Drive tranny.
“CVO allows us to execute our premium vision from our styling team,” says Steve Earnshaw, Director of Parts and Accessories Marketing for Harley. He goes on to explain that CVO is “about introducing styling, performance and features to our consumers.” Then there’s the sense of “exclusivity and scarcity” that Harley hopes to build into CVO machines by, well, not building many of them. Annual production numbers for each model are a worldwide total, and not just for the U.S.
Something else that was said over the course of the day, one of those things that made me sit up and take notice, was that CVO owners reportedly feel these bikes “offer great value,” and they allegedly put on more miles in a year than most standard Harley riders do. That simply isn’t something I would have expected from someone riding a bike with a starting price of over $25,000. How presumptuous of me.
The Softail Springer and Ultra Classic Electra Glide return from last year as CVO models while new for this year are the CVO Fat Bob (a bike new last year to H-D’s standard line) and the venerable Road Glide.
2009 CVO Springer Softail
$26,999 ($27,099 in CA); limited production of 2,500 units
The 2008 CVO Springer Softail broke with Springer tradition last year when it came with a 130mm wide 18” front wheel. The wider front tire was a good improvement as it smoothed out ride quality and helped eliminate the tendency of narrower tires to seek out cracks or rain groves. This year the CVO gets chubby out back with the addition of a 240mm rear tire accented with new rear fender louvers.
Further functional changes include a new frame complemented by suspension that is, although specific to the Springer, tuned similar to the Rocker and other Softail models. More updates include a new single four-piston front brake caliper that replaces the older single-piston brake still employed on the Cross Bones.
The saddle on this beauty is sculpted with a nice, deep recess for the rider; the minimal pillion’s shape and fit to the main seat makes a good support for the rider’s lower back. A nice touch on the seat is flame-stitching accents on the Buffalo leather insert.
A new 1.25-inch handlebar shaped with a bias toward easy ergos touts internally routed wiring to help keep the clean custom look that each of these CVOs strive for.
Though the Springer is powered by a 110-inch Screamin’ Eagle engine like the other CVOs, in this bike it is rigid-mounted but also counterbalanced, hence the B in 110B. The other three bikes in the CVO line have rubber-mounted mills. The Springer’s engine exhibits muscle-car appeal with the forward-facing exposed Heavy Breather intake adorned with a special “SE 110” tube emblem and chrome end cap. Claimed torque from this Vee is a devastating 110 ft-lbs at 3,000 rpm.
Once aboard this premium Harley the rider gets the picture that this bike has a vast amount customization from a company producing motorcycles on such a large scale. The premium, hand-detailed paint, acres of chrome, quality leather saddle, and loads of little details say it was built with love.
The bike initiates turns easily and steers with limited effort.
The bike fires instantly, the sequential-port EFI is smooth and throttle response is very good. Slam the throttle open, dump the clutch and there’s no question as to the performance boost the big 110 gives as the rear tire lights up effortlessly. The transmission is classic Harley, shifting with an audible ka thunk at lower revs but rowing through the box at speed is effortless and can be done clutch-less. Engine vibes are kept well in check for a rigid-mount engine.
The reach to the bars is humane and the saddle is cozy, but I was little less enthused about the abundant chrome on the forward controls that occasionally made for a slippery surface. The open riding position is only a challenge at freeway speeds where windblast is formidable. Yet at the same time you’re hugged into that carved-out seat so some of the effort to hang on is relieved.
Bikes with such fat rear tires usually have me anticipating a bike that’s reluctant to tip into a turn and resistant to maintaining a line, preferring instead to right itself. Score one for H-D engineers. The bike initiates turns easily and steers with limited effort. Ride quality is very good save for damping over the sharpest of bumps or imperfections; ground clearance is better than one would expect, pegs scraping only at the extreme angles – or as extreme as can be on a cruiser.
About the only fly in the custom ointment is the new four-piston brake. It may produce sufficient stopping force, but it was often too difficult to tell as it lacked virtually all feel. There was little, if any, travel in the lever upon initial pull. I’d much rather sacrifice some power in order to gain more feel. Frankly, I think the single-piston caliper this new four-pot job replaces is a better unit.
This bike isn’t my first pick as an all-out fave, but it does the best job of exemplifying the word “custom” in Custom Vehicle Operations.
The 2009 CVO Springer Softail is available in Black Diamond with Emerald Ice Flames, Candy Cobalt with Blue Steel Flames and Sunrise Yellow Pearl with Volcanic Fury Flames.
2009 CVO Fat Bob
$25,299 ($25,499 in CA); limited production of 2,450 units
The Fat Bob was introduced last year as a new addition to the Dyna line. This year Bob gets gussied up as one of two new CVOs.
No major structural changes were given to the Fat Bob, but suspension is 0.75-inch lower than the O.E. model in order to give it “that slammed look,” and it’s been tweaked and tuned to offer a forgiving ride without sacrificing the excellent handling characteristics that had me calling it Harley’s sport bike when I rode it last year.
The saddle retains a similar shape to that of the standard Fat Bob but has some exquisite detail work. CVO designers wanted to give the saddle the suede look but know all too well how poorly suede weathers. Exterior seat material is called Alcantara, named for the Italian company, Alcantara, S.p.A., that manufactures the faux suede finish. The final touch is a tasteful Harley-Davidson badge sunk deeply in the seat.
Along with the twin side-by-side streetfighter style headlights retained from the standard Fat Bob is the trick “Tommy Gun” exhausts system. Only difference this year is that the dual over/under mufflers end in a “blunt cut” style rather the slash cut style of the standard bike.
For not being a touring model, this is one comfortable cruiser.
The biggest styling coup on this bike is something that had CVO Manager, Jeff Smith, beaming with pride. The ’09 CVO Fat Bob rolls on a pair of what are called Fang cast wheels. The wheels are powder coated black and chromed in what Harley says is a proprietary process. No secrets were revealed, no matter the amounts of free booze flowing. These “fangs” that decorate the perimeter of the wheel are bolted in as a separate piece. It’s a neat set-up and looks the business upon inspection, but I found that the pair of large front brake rotors obscured too much of this special wheel. An added bonus for you standard Fat Bob owners is that the new Fang wheels will be available in the mighty Parts and Accessories catalog.
Other little details include a “granite” and chrome chin spoiler, rear axle covers that do a great job of concealing the axle nut assembly and a new one-piece chrome handlebar riser that serves to hide ugly wiring.
The CVO Fat Bob is the only bike other than the CVO Springer Softail that comes with the Heavy Breather forward-facing intake. Claimed torque from this rubber-mounted 110-inch Screamin’ Eagle is 114 ft-lbs at 3,500 rpm.
For not being a touring model, this is one comfortable cruiser. My 5-foot 8-inch frame would have preferred mid-controls that are available on the standard Bob; alas it’s forwards only on the CVO version. The chunky 130mm front and 180mm rear tires provide good handling and do well at isolating road imperfections, but the ride suffers a bit over poor road surfaces thanks to the lower suspension.
If you’ve an eye toward sporty riding, the Fat Bob is the bike to consider when considering a Harley. And if you need some extra glint, glitter and goodies in your life, then the CVO Fat Bob is the one.
The 2009 CVO Fat Bob comes in Denim Granite with Electric Blue Fade, Black Diamond with Fire Quartz and Sunrise Yellow Pearl with Platinum Quartz.
2009 CVO Ultra Classic Electra Glide
$35,499 ($35,699 in CA); limited production of 4,200 units
Like the Softail, the Ultra is a returning favorite. It has enjoyed the longest continuous CVO run of any bike. People like their Harley tourers.
The Ultra line (standard models included) receives some notable updates for ’09. One of the basest parts, the frame, is now a two-piece design (similar to a main frame and subframe on other motorcycles) that is 100% robotically welded and bolted together. It has a new engine mount system and is joined by a wider, longer swingarm that adds five-tenths-inch to the wheelbase. When taken as a whole, the chassis (that is frame, wheels, swingarm, etc) is claimed to be 30% more rigid than the previous FL chassis.
...the Ultra...has enjoyed the longest continuous CVO run of any bike.
Suspension was reworked for better ride quality, wheels now wear dual-compound tires from Dunlop and the rear tire is covered by a wider fender. Radio and CB antennae are shortened and the 2-1-2 exhaust has been rerouted beneath the frame eliminating the left-side headpipe in the process.
Of particular interest to touring folk will be two key changes. The saddle is what Harley is calling “suspended.” Imagine if you will the seat in profile and cutaway so that you can see the internals. Now envision the foam just under the top surface that rides on a flexible plastic “hammock.” Below this upper material is a large gap between it and the bottom of the saddle. This support material and open space beneath allows the seat to give and return without obstruction while under load. This suspension effect applies only to the rider portion of the seat, but both rider and passenger seats are heated and come in shark print leather.
The other important touring updates are stronger saddlebags and Tour-Pak (trunkbag) that each has a payload increase of five pounds. Be careful, though, not to confuse payload with bag volume that is unchanged.
Additional styling upgrades include new 2-inch backlit gauges in the robust dash, Roulette wheels and the Rumble Collection trim package that includes windshield trim, mirrors, foot controls, saddlebags and heated hand grips.
Torque output in the Ultra is a claimed 113 ft-lbs at 3,750 rpm.
With a hefty claimed running order weight of approximately 901 pounds, the Ultra isn’t the bike for the inexperienced rider primarily because it carries much of that weight rather high. I’m not a seasoned MSF instructor but I’ve put on more miles in the past 15 years than many do in a lifetime of riding, and I still find maneuvering the Ultra at parking lot speeds a distinct challenge.
Once under power the ride may be the best in the biz. The suspension offers a very forgiving ride without numbing feel of the road. And the ergos, oi vay, the ergos are the best! The rider triangle is very relaxed and roomy at the same time yet it doesn’t prohibit good riding technique. Handling is responsive for such a big beast and I couldn’t help note that the added chassis rigidity for this year may have reduced the hinge-in-the-frame feel that I often experienced on previous FLs when trying to tip-toe the bikes through U-turns or crowded parking lots.
Since the Ultra is a touring machine it retains the throttle-by-wire and ABS introduced on last year’s CVO touring bikes. Throttle response is very good but the feel from the throttle return spring is lighter than I prefer. Braking from the ABS-controlled Brembo calipers is outstanding with very good feel and plenty of power (same on the Road Glide we’ll be covering below). Braking is so good that I kept thinking what a dream it would be if the system would find its way across more of the Harley line.
Riding on this ultimate Harley is a treat with all the amenities offered (XM satellite, Harmon-Kardon sound system, cruise control, heated this, heated that, etc.), but buffeting from the windshield is brutal at anything 80mph and above. In the summer months the lower wind guards shielding your lower legs prevents air flow and the rider is subsequently roasted from heat radiating off the engine and/or exhaust. And gear whine at low rpm in 5th gear is still present; without earplugs or when wearing an open face or half helmet the noise can be prominent at times.
If you’re a long-distance fiend and love going in style, the ’09 CVO Ultra Classic Electra Glide is your mothership.
The 2009 CVO Ultra Classic Electra Glide comes in Ruby Red and Typhoon Maroon with Forge-Tone Graphics, Autumn Haze and High Octane Orange with Forge Tone Graphics and Stardust Silver and Twilight Blue with Forge Tone Graphics.
2009 CVO Road Glide
$30,999 ($31,195 in CA); limited production of 3,000 units
This isn’t the Road Glide’s first CVO dance; it appeared in CVO trim in 2000. According to CVO Manager, Phil Zagrodnick the “Road Glide is one the customers keep asking us to bring back.”
The Glide is a touring bike with the emphasis on bike. It has two saddlebags, yet only a small passenger backrest rather than a trunk. Though it has floorboards, and very accommodating ergonomics, its main fairing is subdued and essentially lacks a windshield (sorry, I don’t count that glorified fairing trim piece as a windsheild). It’s also equipped with same frame as on the Ultra as well as a new Dunlop Muti-Tread 180mm rear tire.
CVO updates for the Glide include thin and long turn signal/brake/taillight LED strips integrated into the rear of the saddlebags. Said saddlebags have 27% more payload capacity and have “extensions” that create a very custom look as they blend perfectly with the new dual exhaust that allows for just over half an inch more passenger leg room. A lowered front and rear fender accentuate the custom vibe as they encase 18-inch wheels found only on the CVO version of the Road Glide; the standard model rides on 17-inch hoops. Suspension, as on the Fat Bob, was lowered a tad and retuned for better ride quality.
Other styling changes are a flatter cover over the dual headlamps; the rider-side of the main fairing is color matched to the rest of the bodywork and the same Rumble Collection as found on the Ultra Classic has a home on the Road Glide.
Claimed peak torque from the SE 110 is 115 ft-lbs at 4,000 rpm.
The Road Glide would be the bike I would ride away on if given a choice. Though that big fairing gives the sensation of a lot of plastic acreage out front, it does a better job than the Ultra’s windscreen of deflecting wind. Once over the idea that you’re reaching toward a big billboard, the size of the fairing melts away in the mind. The saddle is really comfortable as is the relaxed reach to the pull-back bars and floorboards.
If there was one defining trait about the Glide, it would have to be ride quality. Harley engineers provided this bike with a very forgiving ride without sacrificing handling. The air-adjustable rear suspension is super supple, yet the chassis doesn’t flex causing a wallowing feel when cornering.
Since this is a touring model it comes with same potent and effective Brembo calipers and ABS found on the Ultra. And, naturally, being a CVO, the Road Glide has all the XM, premium sound, internally wired handlebars and cruise control type amenities as standard.
The 2009 CVO Road Glide comes in Electric Orange and Vivid Black, Yellow Pearl and Charcoal Slate and Stardust Silver and Titanium Dust (Accent stripe on all schemes has ghost flame feathers).
Just like I didn’t expect to see a man fly across the room that evening at Whiskey Richards, I didn’t expect to hear that CVO owners are such devoted, hardcore riders. After spending a day aboard the latest batch of factory customs from Harley-Davidson, my mind easily accepts that there is something altogether right about a CVO bike.
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The erstwhile bipedal chap, now transformed into a flying mammal, landed on the tattered seat of a bicycle parked on the sidewalk. He was deemed troublesome by an athletic college lad who elected himself peacekeeper. Words were exchanged, gestures made, chests puffed up, but nothing came of it other than bruised egos.
Whiskey Richards, with its dearth of tables and chairs, punching bag machine as sole arcade game and grimy Mens room complete with busted-in-pieces non-functioning toilet, is where this bar room brawl took place, and its about as hole-in-the-wall as a business could be. It really seems out of place in the tony ocean side community of Santa Barbara, CA.
Each CVO model gets the hopped-up Screamin’ Eagle 110 Twin-Cam, the largest engine Harley offers...
In the game of Which One Does Not Belong that played continually in my head, the premium machines that brought me to Santa Barbara, the 2009 Harley-Davidson CVO models, fit much better in this town than Whiskey Richards.
For the uninitiated, CVO is short for Custom Vehicle Operations and is Harleys in-house custom line. Starting with an existing model in the standard Harley line-up, each bike is a rolling display of the thousands of accessories available in the fabled Harley-Davidson Parts and Accessories Catalog. The bikes have rap sheets of chrome bits and custom accessories too long to list. Each bike has three paint schemes available that are unique to the CVO line.
Each CVO model gets the hopped-up Screamin’ Eagle 110 Twin-Cam, the largest engine Harley offers; its joined to the six-speed Cruise Drive tranny.
“CVO allows us to execute our premium vision from our styling team,” says Steve Earnshaw, Director of Parts and Accessories Marketing for Harley. He goes on to explain that CVO is “about introducing styling, performance and features to our consumers.” Then there’s the sense of “exclusivity and scarcity” that Harley hopes to build into CVO machines by, well, not building many of them. Annual production numbers for each model are a worldwide total, and not just for the U.S.
Something else that was said over the course of the day, one of those things that made me sit up and take notice, was that CVO owners reportedly feel these bikes “offer great value,” and they allegedly put on more miles in a year than most standard Harley riders do. That simply isn’t something I would have expected from someone riding a bike with a starting price of over $25,000. How presumptuous of me.The Softail Springer and Ultra Classic Electra Glide return from last year as CVO models while new for this year are the CVO Fat Bob (a bike new last year to H-D’s standard line) and the venerable Road Glide.
2009 CVO Springer Softail
$26,999 ($27,099 in CA); limited production of 2,500 units
The 2008 CVO Springer Softail broke with Springer tradition last year when it came with a 130mm wide 18” front wheel. The wider front tire was a good improvement as it smoothed out ride quality and helped eliminate the tendency of narrower tires to seek out cracks or rain groves. This year the CVO gets chubby out back with the addition of a 240mm rear tire accented with new rear fender louvers.
Further functional changes include a new frame complemented by suspension that is, although specific to the Springer, tuned similar to the Rocker and other Softail models. More updates include a new single four-piston front brake caliper that replaces the older single-piston brake still employed on the Cross Bones.
A new 1.25-inch handlebar shaped with a bias toward easy ergos touts internally routed wiring to help keep the clean custom look that each of these CVOs strive for.
Though the Springer is powered by a 110-inch Screamin’ Eagle engine like the other CVOs, in this bike it is rigid-mounted but also counterbalanced, hence the B in 110B. The other three bikes in the CVO line have rubber-mounted mills. The Springer’s engine exhibits muscle-car appeal with the forward-facing exposed Heavy Breather intake adorned with a special “SE 110” tube emblem and chrome end cap. Claimed torque from this Vee is a devastating 110 ft-lbs at 3,000 rpm.
Once aboard this premium Harley the rider gets the picture that this bike has a vast amount customization from a company producing motorcycles on such a large scale. The premium, hand-detailed paint, acres of chrome, quality leather saddle, and loads of little details say it was built with love.
The bike initiates turns easily and steers with limited effort.
The bike fires instantly, the sequential-port EFI is smooth and throttle response is very good. Slam the throttle open, dump the clutch and there’s no question as to the performance boost the big 110 gives as the rear tire lights up effortlessly. The transmission is classic Harley, shifting with an audible ka thunk at lower revs but rowing through the box at speed is effortless and can be done clutch-less. Engine vibes are kept well in check for a rigid-mount engine.
The reach to the bars is humane and the saddle is cozy, but I was little less enthused about the abundant chrome on the forward controls that occasionally made for a slippery surface. The open riding position is only a challenge at freeway speeds where windblast is formidable. Yet at the same time you’re hugged into that carved-out seat so some of the effort to hang on is relieved.
Bikes with such fat rear tires usually have me anticipating a bike that’s reluctant to tip into a turn and resistant to maintaining a line, preferring instead to right itself. Score one for H-D engineers. The bike initiates turns easily and steers with limited effort. Ride quality is very good save for damping over the sharpest of bumps or imperfections; ground clearance is better than one would expect, pegs scraping only at the extreme angles – or as extreme as can be on a cruiser.
About the only fly in the custom ointment is the new four-piston brake. It may produce sufficient stopping force, but it was often too difficult to tell as it lacked virtually all feel. There was little, if any, travel in the lever upon initial pull. I’d much rather sacrifice some power in order to gain more feel. Frankly, I think the single-piston caliper this new four-pot job replaces is a better unit.
This bike isn’t my first pick as an all-out fave, but it does the best job of exemplifying the word “custom” in Custom Vehicle Operations.
The 2009 CVO Springer Softail is available in Black Diamond with Emerald Ice Flames, Candy Cobalt with Blue Steel Flames and Sunrise Yellow Pearl with Volcanic Fury Flames.
2009 CVO Fat Bob
$25,299 ($25,499 in CA); limited production of 2,450 units
The Fat Bob was introduced last year as a new addition to the Dyna line. This year Bob gets gussied up as one of two new CVOs.
No major structural changes were given to the Fat Bob, but suspension is 0.75-inch lower than the O.E. model in order to give it “that slammed look,” and it’s been tweaked and tuned to offer a forgiving ride without sacrificing the excellent handling characteristics that had me calling it Harley’s sport bike when I rode it last year.
The saddle retains a similar shape to that of the standard Fat Bob but has some exquisite detail work. CVO designers wanted to give the saddle the suede look but know all too well how poorly suede weathers. Exterior seat material is called Alcantara, named for the Italian company, Alcantara, S.p.A., that manufactures the faux suede finish. The final touch is a tasteful Harley-Davidson badge sunk deeply in the seat.
Along with the twin side-by-side streetfighter style headlights retained from the standard Fat Bob is the trick “Tommy Gun” exhausts system. Only difference this year is that the dual over/under mufflers end in a “blunt cut” style rather the slash cut style of the standard bike.
For not being a touring model, this is one comfortable cruiser.
The biggest styling coup on this bike is something that had CVO Manager, Jeff Smith, beaming with pride. The ’09 CVO Fat Bob rolls on a pair of what are called Fang cast wheels. The wheels are powder coated black and chromed in what Harley says is a proprietary process. No secrets were revealed, no matter the amounts of free booze flowing. These “fangs” that decorate the perimeter of the wheel are bolted in as a separate piece. It’s a neat set-up and looks the business upon inspection, but I found that the pair of large front brake rotors obscured too much of this special wheel. An added bonus for you standard Fat Bob owners is that the new Fang wheels will be available in the mighty Parts and Accessories catalog.Other little details include a “granite” and chrome chin spoiler, rear axle covers that do a great job of concealing the axle nut assembly and a new one-piece chrome handlebar riser that serves to hide ugly wiring.
The CVO Fat Bob is the only bike other than the CVO Springer Softail that comes with the Heavy Breather forward-facing intake. Claimed torque from this rubber-mounted 110-inch Screamin’ Eagle is 114 ft-lbs at 3,500 rpm.
For not being a touring model, this is one comfortable cruiser. My 5-foot 8-inch frame would have preferred mid-controls that are available on the standard Bob; alas it’s forwards only on the CVO version. The chunky 130mm front and 180mm rear tires provide good handling and do well at isolating road imperfections, but the ride suffers a bit over poor road surfaces thanks to the lower suspension.
If you’ve an eye toward sporty riding, the Fat Bob is the bike to consider when considering a Harley. And if you need some extra glint, glitter and goodies in your life, then the CVO Fat Bob is the one.
The 2009 CVO Fat Bob comes in Denim Granite with Electric Blue Fade, Black Diamond with Fire Quartz and Sunrise Yellow Pearl with Platinum Quartz.
2009 CVO Ultra Classic Electra Glide$35,499 ($35,699 in CA); limited production of 4,200 units
Like the Softail, the Ultra is a returning favorite. It has enjoyed the longest continuous CVO run of any bike. People like their Harley tourers.
The Ultra line (standard models included) receives some notable updates for ’09. One of the basest parts, the frame, is now a two-piece design (similar to a main frame and subframe on other motorcycles) that is 100% robotically welded and bolted together. It has a new engine mount system and is joined by a wider, longer swingarm that adds five-tenths-inch to the wheelbase. When taken as a whole, the chassis (that is frame, wheels, swingarm, etc) is claimed to be 30% more rigid than the previous FL chassis.
...the Ultra...has enjoyed the longest continuous CVO run of any bike.
Suspension was reworked for better ride quality, wheels now wear dual-compound tires from Dunlop and the rear tire is covered by a wider fender. Radio and CB antennae are shortened and the 2-1-2 exhaust has been rerouted beneath the frame eliminating the left-side headpipe in the process.
Of particular interest to touring folk will be two key changes. The saddle is what Harley is calling “suspended.” Imagine if you will the seat in profile and cutaway so that you can see the internals. Now envision the foam just under the top surface that rides on a flexible plastic “hammock.” Below this upper material is a large gap between it and the bottom of the saddle. This support material and open space beneath allows the seat to give and return without obstruction while under load. This suspension effect applies only to the rider portion of the seat, but both rider and passenger seats are heated and come in shark print leather.
The other important touring updates are stronger saddlebags and Tour-Pak (trunkbag) that each has a payload increase of five pounds. Be careful, though, not to confuse payload with bag volume that is unchanged.
Additional styling upgrades include new 2-inch backlit gauges in the robust dash, Roulette wheels and the Rumble Collection trim package that includes windshield trim, mirrors, foot controls, saddlebags and heated hand grips.
Torque output in the Ultra is a claimed 113 ft-lbs at 3,750 rpm.
With a hefty claimed running order weight of approximately 901 pounds, the Ultra isn’t the bike for the inexperienced rider primarily because it carries much of that weight rather high. I’m not a seasoned MSF instructor but I’ve put on more miles in the past 15 years than many do in a lifetime of riding, and I still find maneuvering the Ultra at parking lot speeds a distinct challenge.Once under power the ride may be the best in the biz. The suspension offers a very forgiving ride without numbing feel of the road. And the ergos, oi vay, the ergos are the best! The rider triangle is very relaxed and roomy at the same time yet it doesn’t prohibit good riding technique. Handling is responsive for such a big beast and I couldn’t help note that the added chassis rigidity for this year may have reduced the hinge-in-the-frame feel that I often experienced on previous FLs when trying to tip-toe the bikes through U-turns or crowded parking lots.
Since the Ultra is a touring machine it retains the throttle-by-wire and ABS introduced on last year’s CVO touring bikes. Throttle response is very good but the feel from the throttle return spring is lighter than I prefer. Braking from the ABS-controlled Brembo calipers is outstanding with very good feel and plenty of power (same on the Road Glide we’ll be covering below). Braking is so good that I kept thinking what a dream it would be if the system would find its way across more of the Harley line.
Riding on this ultimate Harley is a treat with all the amenities offered (XM satellite, Harmon-Kardon sound system, cruise control, heated this, heated that, etc.), but buffeting from the windshield is brutal at anything 80mph and above. In the summer months the lower wind guards shielding your lower legs prevents air flow and the rider is subsequently roasted from heat radiating off the engine and/or exhaust. And gear whine at low rpm in 5th gear is still present; without earplugs or when wearing an open face or half helmet the noise can be prominent at times.
If you’re a long-distance fiend and love going in style, the ’09 CVO Ultra Classic Electra Glide is your mothership.
The 2009 CVO Ultra Classic Electra Glide comes in Ruby Red and Typhoon Maroon with Forge-Tone Graphics, Autumn Haze and High Octane Orange with Forge Tone Graphics and Stardust Silver and Twilight Blue with Forge Tone Graphics.
2009 CVO Road Glide
$30,999 ($31,195 in CA); limited production of 3,000 units
This isn’t the Road Glide’s first CVO dance; it appeared in CVO trim in 2000. According to CVO Manager, Phil Zagrodnick the “Road Glide is one the customers keep asking us to bring back.”
The Glide is a touring bike with the emphasis on bike. It has two saddlebags, yet only a small passenger backrest rather than a trunk. Though it has floorboards, and very accommodating ergonomics, its main fairing is subdued and essentially lacks a windshield (sorry, I don’t count that glorified fairing trim piece as a windsheild). It’s also equipped with same frame as on the Ultra as well as a new Dunlop Muti-Tread 180mm rear tire.
CVO updates for the Glide include thin and long turn signal/brake/taillight LED strips integrated into the rear of the saddlebags. Said saddlebags have 27% more payload capacity and have “extensions” that create a very custom look as they blend perfectly with the new dual exhaust that allows for just over half an inch more passenger leg room. A lowered front and rear fender accentuate the custom vibe as they encase 18-inch wheels found only on the CVO version of the Road Glide; the standard model rides on 17-inch hoops. Suspension, as on the Fat Bob, was lowered a tad and retuned for better ride quality.
Claimed peak torque from the SE 110 is 115 ft-lbs at 4,000 rpm.
The Road Glide would be the bike I would ride away on if given a choice. Though that big fairing gives the sensation of a lot of plastic acreage out front, it does a better job than the Ultra’s windscreen of deflecting wind. Once over the idea that you’re reaching toward a big billboard, the size of the fairing melts away in the mind. The saddle is really comfortable as is the relaxed reach to the pull-back bars and floorboards.
If there was one defining trait about the Glide, it would have to be ride quality. Harley engineers provided this bike with a very forgiving ride without sacrificing handling. The air-adjustable rear suspension is super supple, yet the chassis doesn’t flex causing a wallowing feel when cornering.
Since this is a touring model it comes with same potent and effective Brembo calipers and ABS found on the Ultra. And, naturally, being a CVO, the Road Glide has all the XM, premium sound, internally wired handlebars and cruise control type amenities as standard.
The 2009 CVO Road Glide comes in Electric Orange and Vivid Black, Yellow Pearl and Charcoal Slate and Stardust Silver and Titanium Dust (Accent stripe on all schemes has ghost flame feathers).
Just like I didn’t expect to see a man fly across the room that evening at Whiskey Richards, I didn’t expect to hear that CVO owners are such devoted, hardcore riders. After spending a day aboard the latest batch of factory customs from Harley-Davidson, my mind easily accepts that there is something altogether right about a CVO bike.
Tuesday, February 11, 2014
YAMAHA V Star 950 Tourer 942 2009 Present
YAMAHA V-Star 950 Tourer 942 (2009 - Present) Description & History: As a new benchmark in middleweight cruiser class, the V Star 950 brings it all together in an exciting new package. A muscular 942cc air-cooled V-twin engine with plenty of distinctive, big-cruiser character and pulsing torque feel.The new 942cc 60° V-twin engine is both simple and sophisticated. Traditional air cooling is used, but this engine also has four-valve cylinder heads, ceramic-composite-lined cylinders, forged aluminum pistons, and fuel injection for spirited performance. A straightforward SOHC design is used, with special compact roller-type rocker arms, helps to keep the top end lighter for more mass centralization. The stylish 2-into-1 exhaust system has been meticulously tuned to provide an exceptionally pleasing, yet throaty exhaust note, yet it also includes 3-way catalyst technology to reduce air pollution. The tourer version features many accessories like saddlebags, windshield etc.
YAMAHA V-Star 950 Tourer 942 2009 - Present Full Specifications:
Brand: YAMAHA, Model: V Star, Type: V-Star 950 Tourer 2009, Name Year: V-Star 950 Tourer 942 2009 - Present, Engine Type: air-cooled 4-stroke, V-twin, SOHC, 4-valve, Displacement: 942 cm3, Bore Xstroke: 3.34 x 3.26 in OR 84.8x82.8 mm, Compression: 9:1, Horsepower: -, Torque: -, Fuel System: Fuel Injection, Gearbox: Manual, 5 Speed, Clutch: Wet multi-plate type, Primary Drive: Chain, Final Drive: Belt, Frame: Double cradle, high-tensile steel, Front Suspension: Telescopic fork, 5.3-in.travel, Rear Suspension: Single shock, 4.3-in travel, Front Brake: Hydraulic disc, 320mm, Rear Brake: Hydraulic disc, 298mm, Length: 95.9 in OR 2436 mm, Width: 39.4 in OR 1001 mm, Seat Height: 26.5 in OR 673 mm, Wellbase: 66.3 in OR 1684 mm, Ground Clearance: -, Weight: 612 lbs OR 278 kg, Fuel Capacity: 4.4 gallons OR 4.4 L, Tyres Front: 130/70-18M/C 63H, Tyres Rear: 170/70-16 M/C 75H.
Monday, February 10, 2014
KAWASAKI Versys 649 2009 2010
KAWASAKI Versys 649 (2009 - 2010) Description & History: Sporting major upgrades, the 2009 Kawasaki Versys is a modern middleweight naked bike which will be equally fun when commuting or going on a touring vacation. Thanks to its natural, upright rider position, the Versys offers increased comfort without sacrificing the sporty driving pleasure.
The redesigned bodywork adds a sharper styling, with a new headlight and front cowl, new seats and and overall slimmer appearance. Optional ABS for the adjustable suspension provides better and safer braking, while the long-travel suspensions offer great stability and road contact on almost any surface.
The Versys is no dirt-machine, but taking it for a ride on unpaved roads will feel surprisingly reassuring and will be more than fun, especially if you run on dual-sport tires. Accessories can also turn the 2009 Kawasaki Versys into a nifty touring bike.
KAWASAKI Versys 649 2009 - 2010 Full Specifications:
Brand: KAWASAKI, Model: Versys, Type: Versys 2009, Name Year: Versys 649 2009 - 2010, Engine Type: Liquid-cooled, 4-stroke Parallel Twin, Displacement: 649 cm3, Bore Xstroke: 3.26 x 2.36 in OR 82.8x59.9 mm, Compression: 10.6:1, Horsepower: 47(64)/8000 KW(hp)/RPM, Torque: 45/6800 lb-ft/RPM OR 61/6800 Nm/RPM, Fuel System: Fuel injection: 38 mm x 2 (Keihin), Gearbox: 6-speed, return, Clutch: Wet multi-disc, manual, Primary Drive: Chain, Final Drive: Chain, Frame: Diamond, high-tensile steel, Front Suspension: 41 mm inverted telescopic fork with stepless (right-side) adjustable rebound damping and adjustable preload, Rear Suspension: Offset laydown single-shock with 13-way adjustable rebound damping and 7-way adjustable preload, Front Brake: Dual semi-floating 300 mm petal discs Caliper: Dual piston, Rear Brake: Single 220 mm petal disc Caliper: Single-piston, Length: 83.7 in OR 2126 mm, Width: 33.1 in OR 841 mm, Seat Height: 33.3 in OR 846 mm, Wellbase: 55.7 in OR 1415 mm, Ground Clearance: 7.1 in OR 180 mm, Weight: 454 lbs OR 206 kg, Fuel Capacity: 5 gallons OR 5 L, Tyres Front: 120/70ZR17M/C (58W), Tyres Rear: 160/60ZR17M/C (69W).
Thursday, February 6, 2014
HONDA Fury VT1300CX 1312cc 2009 2011
HONDA Fury VT1300CX 1312cc (2009 - 2011) Description & History: The 2009 Honda Fury VT1300CX brings in a hardtail design with a strong references to the bikes of yore. However, were looking at a very modern bike, loaded with present-day technology for an outstanding ride quality. The raked fork is loaded into a high steering head for an aggressive look, while the clean design of the bike lets the 1312cc v-twin shine even brighter.
A classic bike-making example, the 2009 Honda Fury VT1300CX keeps the air-cooled looks, but sports a very efficient liquid cooling system making it run better in the hot summer days. Created mainly for solo riding, this bike can receive multiple accessories and can turn into a two-up beats, as well.
HONDA Fury VT1300CX 1312cc 2009 - 2011 Full Specifications:
Brand: HONDA, Model: Fury, Type: Fury VT1300CX 2009, Name Year: Fury VT1300CX 1312cc 2009 - 2011, Engine Type: liquid-cooled 52° V-twin, SOHC;three valves per cylinder, Displacement: 1312 cm3, Bore Xstroke: 3.5x4.1 in OR 88.9x104.1 mm, Compression: 9.2:1, Horsepower: 0()/ KW(hp)/RPM, Torque: NaN/ lb-ft/RPM OR 0/ Nm/RPM, Fuel System: PGM-FI with automatic enrichment circuit, one 38mm throttle body, Gearbox: 5 Speed, manual, Clutch: Wet multi-disc, manual, Primary Drive: -, Final Drive: Shaft, Frame: Steel, Front Suspension: 45mm fork;4.0 inches travel, Rear Suspension: Single shock with adjustable rebound damping and five-position spring preload adjustability;3.7 inches travel, Front Brake: Single 336 mm disc with twin-piston caliper, Rear Brake: Single 296 mm disc with single-piston caliper, Length: NaN in OR 0 mm, Width: NaN in OR 0 mm, Seat Height: 26.7 in OR 678 mm, Wellbase: 71.2 in OR 1808 mm, Ground Clearance: NaN in OR 0 mm, Weight: 663 lbs OR 301 kg, Fuel Capacity: 3.4 gallons OR 3.4 L, Tyres Front: 90/90-21, Tyres Rear: 200/50-18.
CAN AM BRP DS 450 EFI 450 2007 2009
The 2007 Can-Am DS 450 EFI is powered by a monocylinder engine coupled to a sport-specced 5-speed manual gearbox with a heavy-duty clutch, designed to offer the best power delivery in all circumstances. The revised frame sits on adjustable KYB HPG piggyback shocks and polished aluminium wheels, capable of withstanding a lot of abuse, from speedy races on tough ground to hard landings and all.
CAN-AM/ BRP DS 450 EFI 450 2007 - 2009 Full Specifications:
Brand: CAN-AM/ BRP, Model: DS, Type: DS 450 EFI 2007, Name Year: DS 450 EFI 450 2007 - 2009, Engine Type: single-cylinder, DOHC 4-valve, liquid-cooled, Displacement: 449.3 cm3, Bore Xstroke: 3.8x2.4 in OR 96.5x61.0 mm, Compression: -, Horsepower: 0()/ KW(hp)/RPM, Torque: NaN/ lb-ft/RPM OR 0/ Nm/RPM, Fuel System: 46 mm Throttle Body, 16 bit/32 MHz CPU, Gearbox: 5-speed manual, Clutch: Wet, multiplate, Primary Drive: -, Final Drive: Chain, Frame: ALTEC dual-pyramidal aluminum, Front Suspension: R-Type forged aluminum, Double A-arm/Kayaba ‡ HPG aluminum piggyback with adjustment for compression, rebound and spring preload, Rear Suspension: R-Type forged aluminum, Double A-arm/Kayaba ‡ HPG aluminum piggyback with adjustment for compression, rebound and spring preload, Front Brake: Dual 182 mm discs with inverted twin-piston calipers, Rear Brake: 198 mm rotor with single piston caliper, Length: 72.4 in OR 1839 mm, Width: 46 in OR 1168 mm, Seat Height: 32.7 in OR 831 mm, Wellbase: 49.9 in OR 1267 mm, Ground Clearance: 9 in OR 229 mm, Weight: 345 lbs OR 156 kg, Fuel Capacity: 3 gallons OR 3 L, Tyres Front: 21 x 7R-10, Tyres Rear: 20 x 10R-9.
Wednesday, February 5, 2014
KAWASAKI 1400GTR 1352 2009 2010
KAWASAKI 1400GTR 1352 (2009 - 2010) Description & History: The 2009 Kawasaki 1400GTR retains all the cool features of the 2008 model, but brings forth technologically-advanced implements which radically change the bike.
First of all its the traction control system which makes sure you get as little wheel slip as possible, offering a safer ride. Also on the safety side, the 2009 Kawasaki 1400GTR sports the coactive braking ABS system, distributing the right amount of stopping force to each wheel for shorter, safer, more confident braking.
KIPASS (Kawasaki’s Intelligent Proximity Activation Start System) is another security feature which includes an immobiliser and which will prevent bike theft. Another extremely cool feature is the economical ride mode/ indicator.
Not only will the 2009 Kawasaki 1400GTR show you when youre driving in an economical manner, but you can also activate a fuel economy assistance mode helping you get the best mileage ever: less than 6000 rpm, less than 30% throttle and under 160 km/h (100 mph). Finally, a bigger electric windscreen and higher mirrors will add to the visibility and protection against weather factor.
KAWASAKI 1400GTR 1352 2009 - 2010 Full Specifications:
Brand: KAWASAKI, Model: ZZR, Type: 1400GTR 2009, Name Year: 1400GTR 1352 2009 - 2010, Engine Type: Liquid-cooled, 4-stroke In-Line Four, Displacement: 1352 cm3, Bore Xstroke: 3.3x2.4 in OR 83.8x61.0 mm, Compression: 10.7:1, Horsepower: 114(155)/8800 KW(hp)/RPM, Torque: 100/6200 lb-ft/RPM OR 136/6200 Nm/RPM, Fuel System: Fuel injection: 40 mm x 4, Gearbox: 6-speed, return, Clutch: Wet multi-disc, manual, Primary Drive: -, Final Drive: Shaft, Frame: Monocoque, pressed-aluminium, Front Suspension: 43 mm inverted fork with adjustable rebound damping and spring preload, Rear Suspension: Bottom-Link Uni-Trak with gas-charged shock, Tetra-Lever. Rebound damping: Stepless Spring preload: Fully adjustable, Front Brake: Dual semi-floating 310 mm petal discs Dual radial-mount, opposed 4-piston, 4-pad, Rear Brake: Single 270 mm petal disc Opposed 2-piston, Length: 87.8 in OR 2230 mm, Width: 31.1 in OR 790 mm, Seat Height: 32.1 in OR 815 mm, Wellbase: 59.8 in OR 1519 mm, Ground Clearance: 4.9 in OR 124 mm, Weight: 661 lbs OR 300 kg, Fuel Capacity: 6 gallons OR 6 L, Tyres Front: 120/70ZR17M/C (58W), Tyres Rear: 190/50ZR17M/C (73W).
POLARIS Outlaw 50 49 2008 2009
POLARIS Outlaw 50 49 (2008 - 2009) Description & History: Engineered for the youngest riders, the 2008 Polaris Outlaw 50 is a small-displacement quad which serves as a very good vehicle for educational purposes: nimble with a kid in the saddle, this ATV is unintimidating, therefore being a good choice for introducing the basics of off-roading to your offspring.
The 4-stroke air-cooled engine has both electric and kick starting and comes with a throttle limiter so adults can decide how fast the young riders can go, while a comfy, long seat and full-size floorboards provide excellent support over rough terrain. With killer graphics, your kids will also like the way 2008 Polaris Outlaw 50 looks just as theyll enjoy riding it.
POLARIS Outlaw 50 49 2008 - 2009 Full Specifications:
Brand: POLARIS, Model: Outlaw, Type: Outlaw 50 2008, Name Year: Outlaw 50 49 2008 - 2009, Engine Type: 4-Stroke Single Cylinder, air-cooled, Displacement: 49 cm3, Bore Xstroke: 0.0xNaN in OR 0.0x0.0 mm, Compression: -, Horsepower: 0(0)/0 KW(hp)/RPM, Torque: NaN/ lb-ft/RPM OR 0/ Nm/RPM, Fuel System: Carburetor, Mikuni VM12H, Gearbox: Automatic PVT F, Clutch: Automatic, Primary Drive: -, Final Drive: Chain, 2WD, Frame: Steel, Front Suspension: Single A-Arm with 3-inch (7.6 cm) Travel, Rear Suspension: Mono-Shock Swingarm with 3-inch (7.6 cm) Travel, Front Brake: Drum, Rear Brake: Drum, Length: 48 in OR 1219 mm, Width: 31.5 in OR 800 mm, Seat Height: 23 in OR 584 mm, Wellbase: 33 in OR 838 mm, Ground Clearance: 3.5 in OR 89 mm, Weight: 209 lbs OR 95 kg, Fuel Capacity: 1.5 gallons OR 1.5 L, Tyres Front: 16 x 6.5-7, Tyres Rear: 16 x 8-7.
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