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OPINION

Top Five: Cruisers with colossal cubes

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Back when your dad was a lad a 650 was considered a big bike, now you need be touching 800cc to be classed as a middleweight.

Yes, bigger is definitely better in bikes these days, and you don’t get much more cubes for your cash than with cruisers. If capacity is number one on your list, here’s five monsters you should be considering:

Harley-Davidson CVO Street Glide – from £31,295

Engine Type: Twin-Cooled Milwaukee-Eight 114ci
Capacity: 1868cc
Torque: 165Nm @ 3,250rpm

The CVO Street Glide has an engine almost as big as its price tag. It comes fitted with the all-new 114ci Twin-Cooled™ Milwaukee-Eight®, which in modern money is a whopping 1868cc. It has four valves per cylinder, single chain-driven cam, dual spark plugs, is counter-balanced and rubber mounted. Harley say it’s the most powerful, coolest-running engine they’ve ever built, and that it’s smoother, stronger and more durable than the Revo’ units it will eventually replace.

Honda Goldwing – £24,999

Engine Type: Liquid-cooled 4-stroke 12-valve SOHC flat-6
Capacity: 1832cc
Torque: 167Nm @ 4,000rpm

Honda’s Goldwing really is the granddaddy of touring bikes: big, expensive and specced to excess, there’ are few bikes that are better appointed, more comfortable or more accomplished at eating up the miles. Settle into the sumptuous seating, adjust the suspension and screen at the touch of a button, turn up the sound system and let the 1832cc, 167Nm Boxer-six engine waft you across continents.

Indian Roadmaster – from £23,699

Engine Type: Thunder Stroke 111
Capacity: 1811cc
Torque: 135Nm @ 2100rpm

Heritage and heft, the Indian Roadmaster blends the traditional feel, look and sound of a classic Indian V-twin tourer, with modern performance, comfort and handling. At its heart is Indian’s massive 1811cc, 135Nm Thunder Stroke 111 engine. Quite literally, it’s a masterpiece: smooth, powerful, torquey and with just enough vibration to remind you you’re riding a vee, but not too much to intrude on longer runs.

Suzuki Intruder M1800 – £12,499

Engine Type: Four stroke, liquid-cooled, DOHC, 54° V-Twin
Capacity: 1783cc
Torque: 160Nm @ 3200rpm

Although the baby of this bunch the M1800 is no tiddler, in fact its 1,783cc V-Twin engine has 112mm bores, the largest of any production motorcycle in the world. It’s also one of the most sophisticated, with technology like Suzuki’s advanced digital fuel injection system and Dual Throttle Valve System which – believe it or not – is borrowed from the GSX-R.
What all that means is that despite its intimidating numbers, the Intruder’s massive motor is remarkably smooth and controllable – even the most nervous of hands can control it.

 

Triumph Rocket III Roadster – £14,100

Liquid-cooled, DOHC, in-line 3-cylinder
2294cc
146 bhp @ 5,750 rpm
221 Nm @ 2,750 rpm

Still the biggest of them all, Triumph’s Rocket III retains its crown for the world’s biggest production motorcycle engine. The Rocket’s eye-popping 2294cc, in-line three-cylinder powerplant puts out an arm-wrenching 221 Nm of torque at just 2,750rpm.
It’s not as comfortable, refined or practical as some here, but twist that wrist and feel that turbine-like power from the motor and all that disappears into a blur of insignificance and scenery.

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Phil's probably the shortest motorcycle journalist on the planet, standing just 5ft 4in, but has almost certainly got the longest beard in the industry (we've not measured it yet). Cruiser test then?

OPINION

When Projects Creep Out of Control

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Is ‘more’ always better?

Back in 2008, after more than a decade working in the motorcycle industry, I finally bought my first brand new bike. Like the kid in the proverbial candy store, I wandering through my local motorcycle dealer with my stomach in knots knowing that one of these shiny, magnificent machines would be mine. And like so many people tilted by emotion, despite years of experience and insider knowledge, or perhaps because of it, I let excitement take over the decision making process. I bought a motorcycle far beyond my needs.

It was not long after taking possession of my Yamaha FZ-1 that I realized my mistake. The bike was technically faultless, the problem lay in that it was not at all what I needed. With a tiny fuel capacity and very firm ride it was a lousy touring rig (especially in Quebec where road surface quality is akin to a bombed out airstrip), but conversely it was too bulky and heavy to flick into corners on curvy A roads. It was bigger, faster, incorporated superior suspension and materials technology than it’s predecessor, the Fazer 1000 I helped develop years earlier, an yet somehow the new package was less motorcycle.

When you ask motorcyclists what they want in a new bike, the answer is always “more”. More power, more space, more features. The only thing they don’t want more of is cost. It makes sense, after all we all want more of a good thing. With motorcycles problems often arise when designers and engineers are tasked with piling on those ever increasing specifications to an existing model. This mission creep can, if not managed carefully by a strong project leader, end with a product so packed with features and high specification that it can do everything, but none of it particularly well.

The 1998 – 2004 Yamaha FZS600 Fazer was a wildly successful motorcycle design. At a time when entry level, middle displacement (500cc to 650cc) street bikes were either extremely basic or used obsolete technology, the Fazer delivered modern handling and performance in a user-friendly package. Featuring the engine and brakes from Yamaha’s YZF600R Thundercat, and a compliant chassis made of steel pipe to keep costs down, the little Fazer sold like mad satisfying a wide array of beginners and experienced riders alike.

With motorcycles the temptation is always to add more performance.

Yamaha introduced a mildly revised version two years later, along with the aforementioned larger, 1000cc version. Honda blatantly copied the Fazer formula of packaging supersport technology into an inexpensive package with the CB600F Hornet. Yamaha saw sales plummet, so along with a dozen other designers and engineers I was brought into a group to create the next, all-beating Fazer.

And that’s when the wheels came off the cart.

A whirlwind tour of European cities took place in which we interviewed hundreds of entry-level 600cc customers. The specification list grew longer and longer each day, as the demands of existing users piled on. More fuel tank range! More wind protection! More cargo carrying capacity! And of course… more power! Always more power.

Back at headquarters, the project leader handed over the design brief. As a very young designer I was confused. The new Fazer would now have an R6 motor. It would feature an all aluminum, Deltabox frame, lightweight R6 rims and a 180 section rear tire. Projector headlights. LEDs. Twin, under seat stainless steel exhausts. The brief read like the spec sheet from a top-of-the-line flagship project, not the replacement for Yamaha Motor Europe’s best selling motorcycle.

This is project creep, and it happens when an organization is beset by fear and acts out of ignorance of the big picture. The reasoning behind this phenomenon seems sound: if your opponent has three guys with knives, you better make sure you have six. It makes sense until you discover that you only have enough food for four, and so field six starved, exhausted guys against three strong and healthy ones. In manufacturing history there are hundreds of examples of this, the most famous of which may be the case of the Ford Edsel. It had more of everything than any of its competitors, and yet was so much less car.

With motorcycles the temptation is always to add more performance. After all, motorcyclists are fundamentally sold on the thrill of speed and aggressive handling. The problem is that too much performance makes most motorcycles into unmanageable, sphincter-clenching torture devices. Among our tribe few are skilled enough to exploit even half of the potential of modern bikes, which makes adding high performance to models destined for the rest of us an academic exercise. Of course our egos won’t allow us to admit it, but inside we are terrified of opening the throttle fully mid-corner. So we don’t, and wobble around on large, expensive bikes that not only don’t satisfy, but fill us with regret because we cannot master the objects of our desire.

At the cruiser end of the spectrum, the height of the chopper era saw mature, fully grown manufacturers launch models that were laden with Edsel-like heapings of features. The Honda Rune was presented as the end-all, be-all of the cruiser genre. According to Honda America’s Ray Blank, they “…wanted to set the bar higher than ever, erecting standards that no one else had yet imagined.”.

The result was a seven foot long, 400 kg, six cylinder monster that boasted 50% more torque than Honda’s then flagship superbike.

It was literally the most cruiser you could buy from any mainstream manufacturer, and yet its’ excess was its failure. At $30,000 (US) it wasn’t more expensive than a range topping Harley-Davidson, but the market balked at its bulk and cornucopia of pointless styling. Honda had failed completely to stop the design at some stage and roll it back, asking the team to refocus on what make people yearn to cruise on a motorcycle: the simple joy of sitting astride a large mechanical powertrain suspended between two chunky tires. The Chopper is, by definition, a bike “chopped” down to its basic, core elements. A little baroque styling and flair is cool, but it is not the main attraction.

As an industry, the motorcycle business is not very good at learning the lesson of project creep. The endless fight to produce the sexiest products in the marketplace inevitably drive an arms race that produces some great innovation but also squeezes out lots of poorly conceived motorcycles. If a bike comes out with a strong styling direction that hits the market like a storm, then simply copying it only with a more extreme execution is not going to work. When a competitor eats your lunch, as the Honda Hornet did when it replicated the original Yamaha Fazer concept in 2003, then just doubling down on everything is not going to win the market back.

How did we end up in a place where an entry-level street bike comes with racing style, upside-down forks and a mouse pad for a seat?

The second generation FZS600 (called the FZ6 in North America) that debuted in 2005 with all those crazy upmarket features did well in Europe for a few years, but alienated a lot of customers who loved the original Fazer’s rugged, approachable simplicity. They flocked to the second generation Suzuki SV650S, which was a better Fazer than the new FZ6 (ironically, the Suzuki’s styling was almost a copy of the updated original Fazer). By 2008, Yamaha introduced the FZ6R, a confusingly named but genuine successor to the formula that was simple, cheap, versatile and easy to use. It quietly dropped the over-spec’ed FZ6 Fazer without a replacement a year later.

In the market battlespace, project creep is easily seen in the most hotly contested areas. The 250cc class ballooned to 300cc because Kawasaki needed to edge out the class leading Honda CBR250. Then KTM launched the RC390, resplendent in its superior specification. The new Honda CBR250RR presented this winter is a very far cry from the CBR250 I tested in 2011. In five short years, the baby Honda sport bike went from being what I called “the missing link”, a motorcycle for everyone that the industry so badly needed, to being a mini CBR1000RR World Superbike contender.

I love the look of the CBR250RR, and if I am completely honest I want one rather badly. But how did we end up in a place where an entry-level street bike comes with racing style, upside-down forks and a mouse pad for a seat? I suspect it has a lot to do with looking ahead instead of behind. I’ve seen this show and I know the ending. In five years time the 250cc class will be dead again, because it will have priced itself out of the marketplace.

Getting excited and dreaming of the ultimate motorcycle is the job, but it is also the duty of manufacturers to deliver products people can actually afford and use. The ultimate anything is, as the word suggests, the last of the line. And winning the battle for the ultimate product is meaningless if you destroy the consumer base as a consequence.

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OPINION

FFS

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Ladies and Gentleman, motorcycling.

So many things to say, so few cares left to give, but c’mon people? Is this really want we think passes as a way to attract people to a biking festival?

Sure, as the guys from the Two Enthusiasts podcast so eloquently put it in their latest episode, ‘people like to see boobs’. But do you know a better way to double your boob quota for an event?

Yep – like the same guys from the same podcast also suggest – why not produce an environment that’s inclusive to women and may actually encourage them stick around and pay an interest towards these wonderful, two-wheeled machines.

Also, Bridgestone? You should know better. Even Pirelli have stopped that nonsense with their calendar now and moved on to something far more interesting.

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