Category: "Bikes"

The Black Whole

The Black Whole
With a name like Victory, why not play hardball?
By Bill Heald

Some fear the darkness, while others consider it the perfect backdrop for all kinds of satisfying activities. Heavyweight cruiser motorcycles have a certain hard-ass persona regardless of the hue of the paintwork, especially ones with huge V-twin engines like Victory’s 106-cubicinch Freedom V-twin, with its beautiful detail work and classic cooling-fin architecture. When you take a chassis with such a mill at its heart, embrace the darkness with a menacing matte black paint scheme, then add features that make the big bike not only visually striking but versatile to boot, you’re making an in-your-face statement to the world that you mean business. Such attitude is the hallmark of the big-cruiser class, and the lifeblood of Victory’s new Hard-Ball.

Starting with a long, 65.7-inch wheel base and a low 26.25-inch seat height, the all-black Hard-Ball (with red pinstripe accents that Victory says are there so you can find the bike in the dark) is a menacing presence, but in a good way. If Darth Vader had an ebony locomotive and said “Screw it—I want a bike,” that’s pretty much the vibe.

The Hard-Ball arms itself with the aforementioned Freedom V-twin, which offers four-valve heads, electronic fuel injection with 45-mm throttle bodies, and copious amounts of pavement-pounding torque. This is important because the bike is designed to effortlessly do your bidding, whether you’re roaring down the street to announce your arrival or toss ing your partner on the roomy rear seat, loading up the huge standard hard saddlebags, and heading to the hills for an impromptu weekend tour. The rear shock is air-adjustable, so you can tailor its response to whether your cross-country adventure requires you to travel heavy or light. While you’re on the open road, a six-speed trans mission makes for smooth, effortless highway cruising, and a 5.8-gallon tank keeps you rolling by the pumps so you stop when you want to, instead of being bossed around by puny fuel capacity.

One of the most striking aspects of Victory’s new dark knight is immediately evident, for the handlebars soar high above the bike in true apehanger fashion. Victory realizes both apes and men have arms of different lengths (and you may not want to hang your ape-self too high), so the black anodized bars are heightadjustable. Another excellent stan dard feature is the ABS braking system, with big, dual 300-mm discs up front and a single unit in back. The antilock technology helps maximize the stopping grip of the big Dunlop tires, and is always a welcome safety feature.

Bold, powerful, and, above all stylish, Victory’s new Hard-Ball makes the Dark Side more alluring than ever. Odds are, you already own the leather jacket that goes with it, too.

The Black Whole
The Black Whole
The Black Whole
The Black Whole
The Black Whole
The Black Whole

SPECIFICATIONS
Engine typeAir-/oil-cooled 50-degree V-twin
Bore x stroke101 mm x 108 mm
Displacement1,731 cc
Fuel systemElectronic fuelinjection
IgnitionElectronic
TransmissionSix speed
Front suspensionInverted cartridge forks
Rear suspensionSingle shock, air-adjustable
Front brakesDual 300-mm four-piston discs, floating rotor
Rear brakeSingle 300-mm two-piston disc, floating rotor
Front tire130/70 B18 Dunlop 491 Elite II
Rear tire180/60 R16 Dunlop Elite 3
Fuel tank5.8-gallon capacity
Wheelbase65.7 inches
Seat height26.25 inches
Curb weight751 pounds
Base price$18,999

They Come in Threes

They Come in Threes
A popular British engine configuration has a challenger from Italy.
By Bill Heald

Unlike contemporary automobiles, motorcycles not only often have their engines unclothed for the world to appreciate, but you can pick from a vast array of engine types to suit how you roll. Air-cooled, liquid-cooled, Vs, inlines, horizontally opposed, singles, twins, fours, sixes, and more—they’re all out there, powering a dizzying assortment of bikes. And while some manufacturers offer a whole catalog of engine types, some marques are associated with particular designs (like Harley’s V-twins, for example). Triumph has long been famous for its inline triples, and its new 675-cc engine has been very successful in both its Daytona sport bike and Street Triple naked bike. But in 2012, it’s getting some competition from one of the most prestigious names in two-wheeled racing history, for MV Agusta has created a 675-cc Triple of its own, with both sport and naked versions. The F3 race-replica version is tasty, to be sure, but the naked Brutale 675 brings a whole new meaning to the term “performance art.”

These days, MV Agusta is a lowvolume, high-quality manufacturer that focuses on every detail of its machines, from getting every last pony out of the engine to executing drop-dead-beautiful detail work. The Brutale’s Triple features MVICS (Motor & Vehicle Integrated Control System), some black-box magic that “integrates the Full Ride by Wire throttle control with integral multi-maps for the engine and traction control.” This allows the rider to fine-tune the Brutale’s 115 horsepower to the riding conditions, while a MotoGP-inspired counterrotating crankshaft helps smooth the vibes. The engine’s compact external dimensions help with mass centralization, which ultimately makes the chassis easier to both flick through traffic and carve up S-turns in the mountains.

Even with excellent weight distribution, you still need a solid frame and balanced suspension components, so the Brutale gets a steel trellis backbone with aluminum side plates to support the 43- mm male slider front forks and single Sachs rear shock. Brakes are provided by Italy’s Brembo, and consist of radially mounted twin-front calipers with a single disc in back, all using proven racing hardware for the best in easy-to-modulate stopping power. A lack of bodywork, along with judicious use of lightweight materials, keeps the dry weight down to a svelte 358 pounds.

While this is an excellent performance résumé, the real joy of the modern MV Agusta is in the visuals, for the art of the motorcycle is on display in every inch of the Brutale’s architecture. To stimulate your riding juices further, MV is offering three superb color schemes with this surprisingly affordable motorcycle. So a prestigious name that was formerly within the reach of only well-heeled enthusiasts and collectors is now attainable by mere mortals, and riding hangouts the world over will be forever improved with a few of these gorgeous Triples parked outside.

They Come in Threes
They Come in Threes
They Come in Threes
They Come in Threes
They Come in Threes

SPECIFICATIONS
Engine typeLiquid-cooled Inline Triple
Bore x stroke79 mm x 45.9 mm
Displacement675 cc
Fuel systemIntegrated electronic injection
IgnitionElectronic with traction-control integration
TransmissionSix speed
Front suspension43-mm male slider forks
Rear suspensionSingle shock, preload adjustable
Front brakesDual 320-mm two-piston disc
Rear brakeSingle 220-mm two-piston disc
Front tire120/70 ZR17
Rear tire180/55 ZR17
Fuel tank4.62-gallon capacity
Wheelbase54.23 inches
Seat height31.96 inches
Curb weight358 pounds
Base priceTo be announced

The Turnkey Classic

The Turnkey Classic
Great design never goes out of style.
By Bill Heald

Moto Guzzi’s 1971 V7 Sport was a true bellwether for the Italian marque, incorporating lessons learned from the Café Racer Guzzis from the fifties and sixties, and boasting a new frame design that emphasized handling over horsepower (making the bike competitive against much brawnier machines). Unfortunately, riders accessorized with pudding bowls: crude motorcycle racing helmets that appeared when the machinery itself was no less experimental, distinctive, and even a bit iconoclastic. In those days a bike’s form followed function, and the true beauty of innovative engineering was apparent for all to see, rather than concealed beneath acres of bodywork.

Over time, manufacturers of rolling things have happily embraced new technology, but when it comes to motorcycles there exists a strong design bond to the past, especially with models that have marked true turning points in a company’s history.

The new V7 Racer is a fitting tribute to these classic bikes, and mixes meticulously executed Moto Guzzi–detail touches with some more contemporary hardware to deliver the performance and reliability the modern motorcyclist requires. The 90-degree air-cooled V-twin “Flying V” engine architecture of the original V7 is intact, modernized with Weber Marelli fuel injection. In case you’re not a Guzziphile, the term “Flying V” refers to the transverse mounting of the cylinders so they’re in front of your knees and in the breeze. The Racer’s unique paint treatment starts with the frame, swingarm, and hubs, which—like the original race bikes—are a brilliant red hue that flaunts the then innovative lightweight double-cradle backbone design.

The suede solo saddle terminates in a cool aerodynamic tail fairing (a passenger pillion is an available accessory). You’ll find drilledaluminum components all over the bike, which were the carbon fiber of their day, for by drilling holes you lighten the weight yet still have a suitably strong part. Suspension bits include a pair of fully adjustable Bitubo rear shocks, and powerful Brembo brakes handle the stopping chores. This gentleman racer also has Guzzi’s famed shaft drive, which won’t sling chain lube on your riding gear.

It certainly isn’t the latest crotch rocket on the market, but it lures in admirers with discerning tastes. If you’re not in the mood to socialize, the Flying V is but a twist of the wrist away, and you can let the timeless cadence of the exhaust take you to a simpler era. I’d pass on the pudding bowl, though.

The Turnkey Classic
The Turnkey Classic
The Turnkey Classic
The Turnkey Classic

SPECIFICATIONS
Engine typeAir-cooled, 90-degree V-twin
Bore x stroke80 mm x 74 mm
Displacement744 cc
Fuel systemWeber Marelli electronic fuel injection
IgnitionElectronic
TransmissionFive speed
Front suspension40-mm Marzocchi hydraulic forks
Rear suspensionTwin Bitubo shock absorbers, fully adjustable
Front brakesSingle 320-mm
Rear brakeSingle 260-mm
Front tire100/90 18 Pirelli Sport Demon
Rear tire130/80 17 Pirelli Sport Demon
Fuel tank4.49-gallon capacity
Wheelbase60.18 inches
Seat height31.7 inches
Dry weight436.5 pounds
Base price$9,790

Ace of Bass

Ace of Bass

A newbie from Noale arrives, and steals everybody’s thunder.
By Bill Heald

It seemed at first glance like any other stylish, Italian urban-sports motorcycle. True, the headlight and front mini-fairing did give it an aspect almost as sinister as H. R. Giger’s alien,but I had no reason to think this would be anything other than just another fine release from Aprilia. This means I expected a typical representative of the brand: a sweet-handling, refined, and well-behaved bike that would do everything it’s designed to do flawlessly. I believed all of this right up to the point where I climbed aboard and hefted the tall machine off its side stand. Then, I punched the starter button and everything changed. My God, what hath Aprilia wrought? Has a Balrog from Middle-earth crawled out of the high, shapely tailpipes mounted under the seat and used this auditory earthquake to preview the fire and violence to follow?

Such was my reaction to the Dorsoduro 1200’s delicious exhaust note, and it was a mere appetizer for the fun I was about to have with this incredibly ripped engine. I’ve ridden many V-twins from America, Italy, Austria, and elsewhere, and none have ever delivered the booming, baritone blast this bike does. According to Aprilia’s spec sheet, it produces “only” 130 horsepower and 85 foot-pounds of torque, but somebody forgot to tell the motorcycle. Even with the threemode engine mapping (adjustable on the fly, by the way) set on Touring, there is a boatload of brawn available from the basement to redline with no flat spots to speak of. Thanks to the perfect primary balance of the 90-degree cylinder configuration, vibration is never punishing, and what’s there lets you share in the thundering throb of those big pistons.

The upright, dual-sport riding position (and lofty ride height) aids maneuverability in tight quarters, whether you’re negotiating around an errant taxi or avoiding a felled tree on the road courtesy of an atmospheric blowhard called Irene. A compliant, easily adjustable suspension handles potholes and bumpy, high-speed corners with equal grace, and the hybrid frame design is both strong and light. Top it off with some of the finest in Brembo brakes, and you have a balanced package that can deal with almost anything the road can throw at you.

And then there’s that amazing V-twin. I mentioned the Touring mode is my setting of choice, but there’s also a Rain mode that helps you maintain traction in the wet, and a Sport mode. I found this last selection to be overkill, especially since the Dorsoduro had more than enough thrust in the more docile Touring setting. Sport mode will only help deplete your fuel too quickly, for feeding this beast’s puny 3.96-gallon tank is like handing a Bud in a shot glass to a thirsty lumberjack. I vote for a larger tank, for nothing must stop that exquisitely deep, rumbly motor music from frightening children and small animals every time you twist the throttle.

Ace of Bass
Ace of Bass
Ace of Bass
Ace of Bass
Ace of Bass

SPECIFICATIONS
Engine typeLiquid-cooled, 90-degree V-4
Bore x stroke106 mm x 67.8 mm
Displacement1,197 cc
Fuel systemMultipoint electronic injection
IgnitionElectronic
TransmissionSix speed
Front suspension43-mm male slider forks, damping adjustable
Rear suspensionSingle shock, fully adjustable
Front brakesDual 320-mm four-piston discs, radial calipers
Rear brakeSingle 240-mm two-piston disc
Front tire120/70 ZR17 Dunlop Sportmax Qualifier
Rear tire180/55 ZR17 Dunlop Sportmax Qualifier
Fuel tank3.96-gallon capacity
Wheelbase60.16 inches
Seat height34.25 inches
Dry weight492 pounds
Base price$11,999

The Best of the Best

Harley-Davidson’s CVO machines allow you to rumble your way to hog heaven.
By Bill Heald

You could certainly argue that all Harleys are special, because despite competition from some of the best manufacturers in the world, there’s still no motorcycle that has the look, sound, and feel of what the faithful call the genuine article. But if you want something truly unique that’s still 100 percent a product of the company’s factories, you need to look at Harley’s Custom Vehicle Operations (CVOs). These low-production, in-house custom machines are furnished with Harley’s latest, greatest performance, appearance, and tour-oriented accessories. Here are our two favorites from the quartet of 2012 CVOs.

The Best of the Best

CVO Softail Convertible
You might think all motorcycles are “convertibles” since they go topless all the time. But in the two-wheeled world, “convertible” means a bike you can reconfigure for either touring or cruising in mere minutes. The Softail Convertible is as at home trolling down your own personal mean streets as it is loaded down for a trip to the opposite coast. The CVO Edition boasts Harley’s huge Screamin’ Eagle Twin Cam 110B granite powdercoated engine, which possesses 105 foot-pounds of ground-pounding torque, and is bolted solidly in the frame yet internally counterbalanced for smoothness. Cruise control is standard, as is a big windshield and lockable leather saddlebags that (like the passenger pillion) are easily removed when you don’t need them. Standard Garmin 660 Navigation module, ABS brakes, and a boatload of chrome accessories tastefully applied by CVO specialists are supplemented by a choice of three stunning paint schemes (even hotter than Harley’s usual excellent finishes).

SPECIFICATIONS
Engine typeAir-cooled, 45-degree counterbalanced V-twin
Bore x stroke101.6 mm x 111.3 mm
Displacement1,802 cc
Fuel systemElectronic sequential port fuel injection
IgnitionElectronic
TransmissionSix-speed cruise drive
Front suspension41.3-mm telescopic forks
Rear suspensionTwin hidden horizontally mounted forks
Front brakesSingle 292-mm four-piston disc
Rear brakeSingle 292-mm two-piston disc
Front tire130/70 R18 63V
Rear tire200/50 R18 76V
Fuel tankFive-gallon capacity
Wheelbase64.2 inches
Seat height26.2 inches
Dry weight788 pounds
Base price$29,699

The Best of the Best

CVO Ultra Classic Electra Glide
Perhaps you’re not into the more minimalist aspects of Harley’s glorious V-twin architecture, and prefer your first-class iron to be armed with all the trimmings. The Ultra Classic Electra Glide is the company’s flagship two-wheeled long-haul traveler, and when given the CVO treatment it’s even more than the sum of its small warehouse full of well polished parts. The Screamin’ Eagle Twin Cam 110 is rubber-mounted into the frame, but not counterbalanced like the Softail’s mill, so it feels like a more traditional Harley tour bike (lots of V-twin character, but still smooth enough for long, punishment-free days on the road). In addition to the full-fairing, sumptuous seating, and a roomy, well-finished Tour-Pak trunk and saddlebags, there are BOOM! Audio High Performance components, including 40 watts per channel front and rear speakers to go with the Harman/Kardon Advanced sound system. Naturally, the seats are heated, and a power-locking system secures the luggage and ignition with the push of a key fob. But as great as this premium kit is (and I’ve barely scratched the surface on all the features of this bike), nothing can prepare you for the superb attention to every last detail that makes a Custom Vehicle Operation Harley such a rare, glorious ride. Production numbers are small, so get one before they’re gone.

SPECIFICATIONS
Engine typeAir-cooled 45-degree V-twin
Bore x stroke101.6 mm x 11.3 mm
Displacement1,802 cc
Fuel systemElectronic sequential port fuel injection
IgnitionElectronic
TransmissionSix-speed cruise drive
Front suspension41.3-mm telescopic forks
Rear suspensionTwin shocks, air adjustable
Front brakesDual 300-mm four-piston discs
Rear brakeSingle 300-mm four-piston disc
Front tire130/80 B17 65H
Rear tire180/65 B16 81H
Fuel tankSix-gallon capacity
Wheelbase63.5 inches
Seat height29.8 inches
Dry weight927 pounds
Base price$37,249
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