18 Concept Motorcycle future

the Flying Motorcycle (Motor Terbang)

Here is a brilliant concept for bikers who have been waiting for some major changes in current motorcycle technology. This machine is called the Fly, was designed by Gonzalo Guerrero provide the name, a motorcycle that can fly! Do not have wheels, floats above the ground, and look really kicking!

Agorapode Concept Super Bike

This is a Diode, designed by Jon McCoy, and winner of the contest Agorapode held in April 2010. It looks like a brilliant interpretation, and I very much hope that this is real.

MoonRider Flying Bike

When you think about the future, you are always thinking of something like a Futurama where all the flying vehicles, and space travel is only a piece of cake. Well, if that ever happened to remember that we've told you about MoonRider Flying Bike is now the concept but would then become a reality.

Poshwatta Motorcycle Concept

This is a concept designed by Nils Poschwatta. According Poschwatta motorcycle is powered by a Wankel engine, and features tailored for dynamic component and the use of static.

ICare Motorcycle Concept

Brilliant concept futuristic motorcycle is powered by a Honda engine cylinders are flat first. The design looks really bad, and also features the equilibrium magnetic field technology.

Honda Club Motorcycle

This is a concept motorcycle Honda Club was designed by Sam Jilbert. This is the concept of a conventional motorcycle is supported by the Hydrogen and Fuel Cell also features a futuristic design. But the design suggests that if it ever launches it will be a hit in the Japanese market

Yamaha Tesseract Four Wheel Motorcycle

Look at the concept bike is really beautiful and rich. This is supported by V-Twin engine and electric motor. This is the same width as the two-wheeled counterparts, but it looks way awesome than the original production bike.

Fallout Motorcycle Concept

Designed by William Woods is Fallout Motor Concept, the frames are connected by a swinging arm that gives one side looks impressive as the killer.

Jaguar Motorcycle Concept

Masscow Concept Cycles (MCC) has designed this motorcycle inspired by the brilliant concept Jaguar Jaguar logo. This is an example of brilliant design work alone. It is powered by a 1200cc engine air-cooled V-twin Buell S3 and frames are made using a steel tube, glass fiber fairing, mandibular removable magnet, and a lamp that looks like a jaguar's head.

Red Bull Motorcycle Concept

Designer Barrend Massow Hemmes is the brains behind this amazing Red Bull Motorcycle Concept. Has a rich red finish, made ​​using fiberglass finished with high gloss polyurethane varnish. This is a brilliantly constructed motorcycle design was inspired by the Red Bull logo.

Tron Legacy Light Cycle Concept

Tron Legacy to come has created much excitement, and it is very clear that geeks around the world will soon build their own Legacy Tron Light Cycle. Anyways, here is the brilliant concept of the Cycles of Light that will feature in the film.

Tron Legacy Light Cycle Concept

Motor concept is inspired from the world famous brand Ferrari car. If Ferrari had planned to produce two wheels is probably how they would look like this

Leo Motorcycle Concept

Now this is really futuristic, this is known as Leo Sampdesign, and this concept is made ​​for long distance motorcycle ride. It features great ergonomics and will be equipped with a 10kW electric motor and a progressive acceleration system that will help maximize the performance and autonomy.

Pendolauto Bike Concept

Designed by Swiss designer Franco Sbarro, the concept is brilliant apparently inspired by Akira Anime blockbuster 1988. Sport Bike two additional wheels and first shown at the Geneva Auto Show back in 2008.

Puma Motorcycle Concept

concept bike, clothing Puma, Puma shoes and some awesome racing that will really make you look super cool. Anyways, you may still have to wait as a concept that far from going into production.

Axial Three Wheels Motorcycle Concept

Well, there are three multiple-wheeled motorcycle concept out there, but this looks the most appealing. This concept was designed by Julien Rondino, and called Axial 3 Wheels (A3W) based on the KTM LC8.

Embrio One-Wheeled Motorcycle Concept

If the clown in the future ever decide to ride this bike will be their primary choice. This is the embryo of One Wheel Motor Concept designed by Bombardier, which consists of an electric motor and surprisingly can also carry passengers along with the riders.

Hornet Superbike Concept

Here is a futuristic concept of a motor-wheel. This is called Superbike Wasps and have the ability to zoom around on the speed km / h you. It was designed by Liam Ferguson with dual citizenship hp (55 kw) in-wheel-hydrogen fuel cell-phase six-Iron Neodymium (Nd-Fe) electric motor that allows the bike to reach high speeds.

Honda CBR 150R Indonesia

Gambar Honda CBR 150R Indonesia

Having kicked off with a Honda CBR 250R in February 2011, PT Astra Honda Motor (AHM) was preparing a CBR 150R. Sports bike has been produced in Thailand. Well, AHM rumored in the near future will introduce the CBR 150R. "As an early stage will be imported CBU from Thailand. Later we plan to assemble their own, "said Augustine Indraputra, GM Marketing Planning & Analysis Division, AHM, which is still reluctant to reveal further plans.

Honda CBR 150R armed with DOHC engine, 4-Stroke capacity of 149.4 cc, which can generate power 19.5 hp at 10,500 rpm and torque of 17 Nm at 8000 rpm. All-New CBR150R has a length of 1977 mm, width 695 mm, height 1130 mm and 1310 mm wheelbase. CBR150R supported telescopic suspension at the front and monoshock at the rear. Those legs, then, flanking 100-80-17MC/52P sized tires (front) and 130/70-17MC62P (rear). Honda still entrust a single disc brake system for the two wheels as instruments of the rate freeze. Affairs of the White Elephant in this bike cost Rp 22.6 million. Reportedly AHM will membanderol a price of USD 29-30 million.

Honda CBR125R Pictures

Honda CBR125R

Honda CBR125R

Honda CBR125R

2012 BMW K1600GTL Review

“No, this isn’t like a Gold Wing,” they’d say. In fact, the GL1800 BMW last had for comparative purposes was several years old, and they couldn’t recall the last time anyone had ridden it.
But how could BMW not benchmark the segment’s class leader?
Both the GTL and the GL have luxurious accommodations, six-cylinder engines twisting power through a driveshaft, considerable luggage space and excellent wind protection from encompassing fairings.

The 2012 BMW K1600 GTL takes luxury touring to a higher and sportier new level.

Outward similarities aside, BMW Motorrad General Director Hendrik von Kuenheim flatly denies the Gold Wing was the target. Rather than building a luxury-tourer like the Wing, the blunt yet exceptionally affable chief tasked his engineers with creating a “supreme” tourer with greater sporting intent. After all, he adds, the touring market is “the domain of BMW.”
The K1600GTL (and its sportier twin brother GT, to have its own review in a few weeks) is a clean-sheet design that boasts a plethora of desirable standard and optional equipment.

K1600 Goodies

* Ride-by-wire throttle control delivering three options of responsiveness

* Dynamic Traction Control

* Electronically adjustable suspension (ESA II)

* Innovative Multi-Controller wheel on left handlebar to navigate through various menu options

* Detachable luggage

* Adaptive Headlight that directs its beam around corners

* Electrically adjustable windshield

And what do these have in common? None are available on the long-in-the-tooth GL1800 Gold Wing, which debuted way back in 2001. Although the GL receives minor revisions for the 2012 model year, we’re still waiting on the ability to adjust the height of its windshield with a button, a device now nearly ubiquitous among bikes with a serious touring intent.

The 2012 K1600 GTL is packed with high-tech exclusive features.

At one time we bought into Honda’s logic that an electric motor to raise the GL’s screen (it’s manually adjustable for height) would add unnecessary weight, but the K1600 proves the two aren’t mutually exclusive. The Honda scales in at more than 900 lbs full of fuel, while the GTL is a relative flyweight at 767 lbs. (Incredibly, BMW says the K16-GTL is lighter than the former K1200LT by more than 110 lbs!)
Devotees of old Goldie might decry this comparison as unfair since the 1832cc flat-Six Honda is in a different displacement class than the 1649cc inline-Six BMW. But if that’s the yardstick, then the GTL punches easily above its weight. Its undersquare (and, hence, relatively narrow) mill churns out a purported 129 ft-lb of torque at 5250 rpm, reaching a crescendo of 160 horses at its 7750-rpm peak. That should translate to 135 hp at its 190/55-17 rear tire, almost 40 ponies more than the Honda.
Sing, Sing A Song
Simply put, this is one of the most sonorous streetbike engines ever made. It lights up with a bark that portends wicked things to come, and despite its long-stroke architecture, it spins up far quicker than expected for a touring bike’s motor.

The 1649cc inline-Six in the GTL has instantly become one of our favorite engines of all time. It packs big power and is incredibly smooth and sweet-sounding.

But the really unexpected payoff occurs when the loud handle is twisted hard, as the exhaust note crawls over itself like the best sporty I-6s do – think a miniature Jaguar or, of course, a BMW car engine after inhaling a whiff of helium. It whoops rapturously after 6500 rpm, especially when intake honk at full throttle is added, deliciously so when the delicate yet angry note is bouncing off canyon walls back into its smiling pilot’s ears.
And it also functions perfectly. Throttle response has zero abruptness, even on the most aggressive “Dynamic” riding mode (also adjustable between Rain and Road modes via the right-side switchgear or multi-controller). And there are no issues with excess engine heat like some other big-engined tourers.
Also impressive is the liquidy smoothness of the engine itself, as I-6s always are with their naturally balanced primary and secondary forces. There is only the faintest of vibes filtering to the rider at any speed, and the engine is so smooth motoring at 100 mph in top (sixth) gear that it can also easily cruise at that speed in fifth without bothering its rider.
In the inevitable comparison with the Honda, the GL does seem to have a bit of an advantage when revs are below around 2500 rpm, but the K16 likely out-thrusts the Wing everywhere else. Speed demons will be happy to know there is enough power on tap to exceed 140 mph, and the aluminum bridge chassis has the requisite stability to ably handle it.

The Six appeal doesn’t stop at the engine note.

When not racing Hondas, the K16 mill functions admirably in its civilized street role. Although its clutch engages near the end of its travel, it still modulates easily when balanced against its deep well of power. And its gearbox is exemplary – we never missed a shift during two days of riding, and it accepts upshifts even without a clutch. Neutral is easy to locate.
Steering Surprises

Despite its visual bulk, the K1600 GTL has surprising agility.

We’ve always admired the Gold Wing for its ability to be hustled through curves with alacrity that belied its considerable size, but the K1600 series brings the big-boned dancing partner to a new level of agility. It’s amazingly flickable. Yes, I said flickable. It turns in neutrally and continues through a lean angle that would make a Wing-er envious – the Beemer is the easy racetrack winner if you were ambitious enough to bring these mega-baggers to a track.
The GTL is guided by a Duolever front end borrowed from the now-defunct K1300GT, and it works really well in this application. Steering effort is much lighter than expected, and partial credit is due to excellent new Metzeler Z8s that were developed in conjunction with the K16. The Duo’s design naturally limits fork dive under hard braking while not feeling entirely disconnected from the front axle.
Not Your Dad’s Suspenders
Bump absorption is provided by just a pair of hydraulic dampers, one in the Duolever up front and one in the Paralever rear. The GTL’s Premium Package (a $2645 upcharge over the base $23,200 MSRP) includes BMW’s sweet ESA II suspension that enables suspension adjustments at the touch of a button. In addition to Comfort, Normal and Sport, ESA also provides additional settings dependent on loads, i.e. luggage and passenger weight.
ESA is a boon for any type of bike, and it’s even more valuable on a touring machine that is likely to travel over nearly every type of road. It’s a wonderful thing to be riding a sinuous mountain road in buttoned-down Sport mode, then flip it over to Comfort when the twisties become a freeway. We didn’t get a chance to sample the base suspension, but we were really impressed with the alternative setups of the GTL’s ESA, providing firm response when needed, then plushness when comfort becomes the priority.

The K1600 is a real autobahn-er.

Smart Retardation
The GTL proves to be up to the task of slowing down 900-plus pounds of bike and rider, as it uses a potent triple-disc combination of brakes with BMW’s part-integral ABS as standard equipment. Forget the old concerns about antilock and linked brakes, as this thoroughly modern set performs seamlessly, even when mauling the dual 4-piston calipers up front and 2-piston rear.
Feel from both ends is solid and precise, and souring ABS feedback is almost non-existent even with tires howling. As for the linked component, it works so well that I completely forgot they were even coupled. This is an excellent system with the safety benefit of ABS. Trail braking does nothing to upset the chassis or cause the bike to stand up and alter its line.
Air Management

The chrome pieces above the BMW roundel can be flipped outward to direct cooking air to the rider.

BMW has three wind tunnels, so it’s not surprising that the GTL has well-developed aerodynamics. Its windscreen is a big one, with the added benefit of height adjustability over a vast range. At 5-foot-8, my eyes are just below the upper edge at its lowest level. Taller riders can see over it but experience slight turbulence unless it is raised slightly. Riders of all sizes are sheltered when the screen is at its highest position – its coverage is incredibly encompassing.
In hot conditions, a rider can dramatically alter the airflow by using innovative flip-out vents on either side of the fairing. BMW calls the section below the nose fairing and above the upper side fairings an air channel, and the chrome pieces between them can be manually flipped outward to grab oncoming air and send it at the rider. By redirecting airflow along this key channel, it completely alters the stream of air swirling around a rider and brings cooling relief. Very simple yet extremely effective.
Ergo, Ergos

The GTL’s riding position is very hospitable.

Built to cover long distances in comfort, the GTL is set up with a perfectly neutral riding position. The handlebars are set right where your hands naturally fall, and feet are positioned just slightly forward of a rider’s butt. Our test bike was fitted with the optional low seat placed at just 29.5 inches. This makes the GTL easy to manage during low-speed maneuvers, but tall riders likely will prefer the standard 30.7-inch seat for long days in the wide and supportive saddle. The fuel tank is narrow between the knees despite its considerable 7.0-gallon capacity.
Handlebar controls are thoughtfully arranged, starting with finely adjustable levers. The turn signals are now triggered by a traditional single switch on the left handlebar, augmented with an effective self-canceling program. Standard cruise control is operated via buttons on the left bar, and the system is very well controlled
An array of other features – including heated grips and seat, ESA and audio functions – can be set by BMW’s inventive multi controller. The MC is a knurled wheel that rotates around the left handlebar and can be toggled in two directions to select different settings that show up on the easily read 5.7-inch TFT (Thin Film Transistor) color display panel. The MC wheel is intuitive and has a nicely damped and expensive feeling, although it does make the reach to the turn-signal switch slightly longer.
Comfort and Convenience

BMW’s Multi Controller wheel augments switchgear for cruise control and power windscreen.

As a high-end touring rig, the GTL is fitted with a surfeit of convenience features. Standard equipment includes heated seats and grips to five levels, cruise control and ABS. Ample luggage space is provided by saddlebags and a top box, each detachable unlike the Wing – the GTL has nearly 470 lbs of available payload capacity. Xenon headlights have a self-leveling feature.
“The world’s most advanced audio and communications system on a motorcycle” includes satellite radio and an MP3 player, all of which can be manipulated by the Multi Controller. The audio system can also be directed via Bluetoooth connectivity so that audio can be sent wirelessly to a communicator system like the BMW unit in the Schuberth helmet we were provided; otherwise, sound is sent to four cockpit-mounted speakers.

The GTL’s cockpit is premium quality and provides loads of info.

The aforementioned Premium Package brings a new level of equipment to motorcycles. The luxury component includes ESA II, an alarm and a central locking system, the latter not easy to do with removable bags - it uses the same components as BMW cars and makes an identical satisfying “schlup” sound.
The safety elements of the high-end package consist of gyro-fed traction control, a tire-pressure-monitoring system and the world’s first adaptive headlight fitted to a motorcycle. The innovative headlight uses a servo-equipped mirror to direct the headlight beam in the direction of travel, even around corners. Although we didn’t do any night riding, a table-mounted simulator convinced us of its efficacy, and it will surely be a real benefit to night riders.
The GTL comes prewired for BMW’s Garmin-built Navigator IV, but it’s available only separately from your dealer for around $850. The Nav IV simply drops in to a built-in cradle and it’s instantly integrated into the GTL’s system, even its Bluetooth arrangement. The nav screen is up high and visible, and it’s cleverly secured in place by the windshield in its low position.

BMW’s Adaptive Headlight cleverly pivots the beam around corners and eliminates the dipped lighting when leaned over.

Just Short of Perfection

Passenger comfort would be better if the seat was extended further rearward.

Grab rail access is hindered by the seat’s outer edge.

The GTL does have one significant foible: passenger accommodations fall way short of the Gold Wing’s. Good comfort exists when a pillion is resting his/her hands on a rider’s waist, with abundant legroom up to the wide and comfy seat. A backrest integrated on the top box provides welcome security.
However, the amount of fore/aft room is somewhat limited. Sitting far back on the seat for the most room, your butt is positioned on the transition from the seat to the nylon box mount, making it feel like you’re sitting in a crevice.
Things fall apart further while riding at a brisk pace when your pillion will want to grip the hand rails. There isn’t sufficient room between the seat edges and the rails to comfortably fit in gloved fingers. And when you do jam them in, the backrest wings awkwardly force the bicep area forward. To riders who frequently travel two-up, this could be a deal breaker, depending on the size of your passenger.
Searching for more nits to pick, the gap between tank and seat is a trifle gauche in light of the otherwise excellent fit and finish of this super tourer built in Berlin. Lastly, the GTL we rode emitted an annoying primary-drive gear whine from 1700 to 2200 rpm, but that seemed to be atypical compared to other K1600s at the launch – the mechanically identical GT I rode was quieter by about 50%. The K16s at the press launch were pre-series production bikes, and BMW engineers note that production bikes will have some adjustment of tolerances that should keep whining to a minimum.

The Verdict

To say we were impressed with the K1600 (including the GT version) is a colossal understatement. Blown away is more like it.
Its six-cylinder engine is sex on wheels with power to spare. Its agility and athleticism is positively shocking for such a big girl, and its suspension and brakes are best in class. What’s more, its array of standard and optional equipment put it in a league of its own. And, at $25,845 for the GTL’s Premium Package, it compares very favorably to a loaded Gold Wing ($27,099) mildly revised for 2012.

The K1600 GTL is a luxury-touring machine that thinks it’s a sportbike.

The venerable Gold Wing still holds a clear superiority in passenger accommodations and a slight advantage in ultra-low-speed handling, but the K1600 GTL otherwise significantly advances the super-touring category in every other way possible.
Simply put, the GTL has become the supreme luxury-sport motorcycle ever built.

In a race from coast to coast, the K1600 GTL will do it quicker and in more comfort than anything else on the market.

2012 Harley-Davidson Dyna Switchback Review

The Switchback joins the CVO Softail Convertible as the latest motorcycle from Harley that can morph from a laidback, cool guy cruiser to a modest touring machine in a heartbeat by virtue of quick-release saddlebags and windscreen. The CVO Convertible, now in its third year, sets itself apart as a member of the CVO family by adding in a quick-release passenger backrest, an MP3 player-capable sound system and numerous upscale treatments that only CVO motorcycles enjoy.

Don’t let the Switchback’s appearance fool you into thinking this is just another blasé bagger from Harley. The Switchback serves double duty as lightweight touring cruiser and boulevard roller – only a matter of minutes separate the Switchback’s dual personalities.

Powering the new Switchback is the Twin Cam 103, an engine that cranked out 66 hp and 81 ft-lb of torque when we tested it in our 2011 Bagger Shootout. The TC103 is now standard in all FL (Touring) models, Softails and Dynas, save for the Street Bob and Super Glide Custom. Keeping the Twin Cam 96 in the Street Bob and SG Custom was more a matter of maintaining a price point for these models rather than randomly denying them the upgrade to the 103, according to Harley-Davidson.

The Twin Cam 103, formerly the realm of the Custom Vehicle Operations department, is now standard issue for most Harley models. The new Switchback is one of the lucky bikes powered by the 103.

In order to make good on the claim that the Switchback is “all about the handling,” Harley’s team of engineers weren’t going to simply tweak the front-end of an existing model in the Dyna platform to fit the SB – a new front-end was crafted specifically for this cruiser/tourer.
While both 41mm fork tubes employ triple-rate springs, the SB’s fork also uses a cartridge assembly rather than the less sophisticated damping-rod technology found on many cruiser motorcycles. According to Harley’s staff, utilizing cartridge-type damping in only the left fork leg proved an efficient method to achieve the advanced levels of damping engineers were after while helping to reduce the bike’s overall weight.
A great front-end ’tisn’t much without a balanced rear.
Eschewing the more traditional dual coil-over spring shocks found routinely on many cruisers, the Switchback instead benefits from a pair of 5-way preload adjustable nitrogen-charged, “cigar tube” (monotube) emulsion shocks. This rear suspension, says Harley’s Bjorn Christensen, better matches the ride comfort and handling performance of the front-end than does suspension action from traditional coil-overs.

Fuel tank badging on the new Switchback harks back to styling on decades-old Harleys.

Front suspension travel of 3.8 inches, and 2.1 inches for the rear, doesn’t sound like a significant difference from many of Harley’s cruisers, but don’t let these numbers fool you into thinking the Switchback provides less than average ride comfort.
The SB’s plush saddle sits 27.1 inches off the tarmac and offers CVO-seat levels of comfort. However, it’s the suspension package that deserves most of the kudos for providing remarkable-for-a-cruiser bump damping. The SB’s suspenders gobbled up most road imperfections without effort; it was only the most cavernous expansion joints or chuckholes that succeeded in overcoming the Switchback’s firm but compliant fork and shocks.
New five-spoke cast-aluminum wheels (18-inch front, 17-inch rear) were designed for weight savings – again to aid in the goal of giving the Switchback quick, low-effort handling – as well as style. Concern for handling performance even extends to the headlight.
The headlamp assembly is a sizeable unit that sits on the highest portion of the fork, raising the bike’s CoG, and therefore impacts the amount of energy required to swing the bar left or right to initiate a turn. In light of this, Harley opted for the weight savings offered by die-cast aluminum (compared to the usual zinc die-cast used for the headlight housing) when it came time to choose materials to fabricate the nacelle.

Harley-Davidson looked at numerous ways to facilitate low-effort steering in the Switchback. Even the headlight housing was considered: die-cast aluminum was used instead of heavier steel.

After a day’s worth of riding freeways, 25-mph surface streets and meandering canyon two-laners, my time aboard the Switchback in these environments allowed me to give the SB the guilty verdict: guilty of handling and riding as advertised.
Harley has achieved in the SB the low-effort steering it set out to give this new motorcycle from day one. The ’Back’s handling/steering is also accurate as well as easy. The chassis remains composed throughout a corner’s arc – even while dragging the floorboards past the Switchback’s 29-degree lean angle (left and right sides).
Reeling in the Switchback’s 718-lb curb weight is the work of a single 300mm rotor/4-piston front caliper combo, and a 292mm rotor with single 2-piston caliper for the rear. The brake set performs sufficiently, offering decent stopping force. Our test unit was fitted with Harley’s simple but effective ABS system – an option for all 2012 Dynas, as well as many other non-Sportster Harleys.
The SB’s quick-release windshield deflected windblast from my 5-foot 8-inch frame, keeping my helmet visor bug-free and my torso relaxed since buffeting was virtually nonexistent. I also found the rider triangle ideal, with no amount of discomfort in my reach to the mini-ape handlebar, my hands falling naturally to the grips. Seat-to-floorboard relation was also close to ideal – my only wish is for a heel-toe-shifter instead of the solo toe shifter gracing the SB.

The Switchback’s chassis is notably composed. And so is photog Brian J. Nelson’s exposure…

According to the Switchback’s lead engineer, Brian Scherbarth, the single-sided exhaust and dual hard-shell saddlebags were designed specifically to this motorcycle, with styling as a key focus.
I usually find the symmetry of dual exhausts more visually appealing, but also realize the added physical weight of such a design. The long, right-side-mounted single pipe the SB exhales through is a styling coup; the absence of a pipe on the left side goes largely unnoticed. Exhaust sound, too, was zeroed-in on by Harley.
Anymore I expect most 45-degree V-Twins to sound nearly identical regardless of displacement thanks to EPA edicts. Somehow, though, the Switchback’s tone stood out to me as ideally throaty and bossy while the Twin was under load. And yet the single can was satisfactorily muted while idling at a stop next to Officer Scowler.

Chrome finishes are lustrous, including the up-spec mono-tube shocks. Paint finish on the Switchback’s hardbags is top-notch. Regrettably the bags’ inner latch leaves something to be desired.

In order to keep the Switchback’s silhouette trim and alluring, its hardbags had to depart from the design used for Harley’s other hard saddlebag systems. Ultimately, the SB’s bags had to lose volume to meet styling criteria.
According to Scherbarth, the Switchback’s luggage has 25% less volume than FL model bags, holding 15 lbs per bag compared to the bags on, say, the Street Glide or Road King that can handle up to 25 lbs of your stuff. Where the hardbags on the FL models require removal of two Dzus fittings and a bit of finagling to remount, the Switchback’s bags only need an outward pull and twist of a single dial located on the bags’ interior edge, followed by an affirmative rearward push on the bag for complete removal. A practiced hand can remove a bag in just a few seconds, with installation taking slightly longer.

The SB’s single-sided exhaust produces an ideal Twin sound and loses nothing, in terms of styling, to a dual exhaust.

The SB’s bags’ outward facing lid latch is familiar looking; a ringer for the latch on FL models. However, due to space constraints, the Switchback’s lid hook (on the inner/bike-side edge) required a complete redesign from the dual latching hooks of the FL’s bags.
Had the FLs’ latch system been utilized on the new SB, the SB’s bags would’ve been forced too far away from the rear fender/saddle area, creating an unsightly gap. An unfortunate drawback of this fresh lid latch design for the Switchback is that the engagement point for the lid’s clasping mechanism (the latch on the bike side, not the visible chrome closing latch on the outside of the lid) is too shallow to hold the lid shut securely 100% of the time.
On the particular Switchback I rode, the right-side box lid either popped open entirely while riding (at least once) or failed to mesh perfectly with the box, resting askew of the box, either at the front or rear corner. Taking time to deliberately and slowly close the lid, listening and looking as best as possible for some indication of positive and secure engagement, I then purposely pulled up with force on the lid only to have it pop open every other time.
At day’s end Scherbarth revealed to me a trick necessary to ensure the lid was latched: once the lid is resting atop the saddlebag a slight outward push of the lid from its inner edge (fender side, at the lid’s inner hook area) will then properly align the lid to the rest of the box, at which time you can push shut the outer latch/lock.
Scherbarth admitted that any number of future owners/riders will likely encounter this same nuance of a less-than-perfect fit, and acknowledged the design could improve. Scherbarth was working on a redesign at the time. Regrettably, he was visualizing and verbalizing this latch makeover real-time while running me through the above lid-closing trick, rather than months ago when in the design lab.

The SB’s chassis, particularly the all-new front-end, was designed to enhance and encourage spirited riding. Performance-matching rear suspension was specifically chosen to complement the new front-end. Even while dragging floorboards for an extended time through the arc of a turn, the SB's chassis remains stable. Photo by Tom Riles.

In fairness, I’ve encountered hardbag latching/closing issues, or some other simple but annoying defect on other brands of motorcycles, so the Mighty Bike Maker from Milwaukee isn’t alone here. However, it’s at times like this that I wonder who runs the final testing processes on products in the moto biz?
My best guess as to what drives a company to look beyond a known issue like this is an accepted risk that hopefully most of the time the product will work as designed. As for those that don’t, well, it looks like a case-by-case basis for resolution.
Two Harleys for the price of one
At $15,999 the 2012 Harley-Davidson Switchback offers a lot of motorcycle for the money. It is at heart a Saturday night boulevard prowler, but its light, accurate handling and generally unflappable chassis belie the laidback appearance it sports when the bags ‘n’ blade are stowed in the garage.
When the weekend or a few extra days off from self-imposed illness roll around, the SB provides lockable, removable storage for a couple days’ worth of whatcha got, paired to solid wind protection that’ll keep you from arriving at your destination beat up by windblast and weather.
The noted sometimes-poor operation of one bag lid was a disappointment for a wholly new model from Harley-Davidson, but otherwise H-D has hit its mark with the Switchback.

Based on the flexibility of offering two-bikes-in-one, Harley has hit one out of the park again with its latest cruiser-cum-tourer, the Switchback. Its saddlebag latches are our only concern.

2012 Honda Gold Wing Review - First Ride

In the face of increased competition, Honda chose to arm the 2012 Gold Wing with only moderate improvements. This nonchalance begs the question: When will Honda retaliate with a full-model revamp? Until that event, whenever it may come, “it’s the little things that count” adage will have to suffice for Gold Wing devotees.
With Honda providing both 2012 and 2010 Gold Wing models for back-to-back comparison purposes, the minor upgrades gracing the 2012 GL were readily apparent. Trivial as the upgrades may be, they do exist, and the effort at least justifies the $300 increase in MSRP between 2010 and 2012 base models ($22,899 vs. $23,199, respectively).

The 2012 Honda Gold Wing (left) sits next to the 2010 iteration, showing its new tires, revised side fairings and longer saddlebags.

The purpose for this back-to-back comparo – made evident on the tight, switchback roads of California’s Coastal Range we were traversing – was to highlight the improved handling of the 2012 Gold Wing. Where the old Wing wore Dunlop tires, the new Wing is shod with Bridgestone rubber. But, as Honda was quick to point out, the Bridgestones were developed to work in harmony with the 2012’s revised suspension, so they won’t necessarily give new life to the old Wing.

New silver side fairings are the most distinctive cue that you’re looking at the 2012 Gold Wing.

Besides new top and bottom internal bushings in the fork, Honda was only able to say that there are revised front and rear suspension settings in the 2012 Wing. Front-wheel travel is stated at 4.8 inches, which is a reduction from the 5.5 claimed for the previous Wings. But Honda tells us that travel is actually unchanged, figuring the old spec was a typo and confirming the new 4.8-inch figure.
Whatever the case, there is a marginally improved aspect to the 2012 Gold Wing’s handling manners. I say marginally because the 2010’s handling is already impeccable for such weighty machine, but the new model is a little more eager to drop into a corner. And where the 2010 model requires slightly more input to hold its line navigating a long corner, the 2012 holds its lean angle and maintains the rider’s chosen arc. Cornering clearance seemed equal to the ’10 Wing, and both were equally resistant to bottoming out.
The most noticeable seat-of-the-pants improvement to the 2012 Wing, quite literally, is its seat. Hopping off the old model and onto the new model, it was clear that the new urethane seat material and seat cover are truly an improvement. Not quite Tempur-Pedic mattress material, but the GL’s new seat provided support equivalent to that level of comfort. And any passenger will be greeted by one of the best pillion seats in the business, a much more comforting place to sit than the BMW GTL’s seat – if you don’t want whining from the back seat, you’ll hear less of it with the Wing.

Through the decades, Gold Wings have always had great seats, and the one on the 2012 model could be its best yet.

Because navigating a 900-pound motorcycle through territory where sportbikes normally roam demanded my full attention, I wasn’t able to fiddle with the Gold Wing’s upgraded electronics. Yes, I did manage to find an appropriate station on the Wing’s XM satellite radio (some heavy metal to accentuate the heavy peg grinding), but Honda did upgrade other aspects of its audio and navigation systems.

Honda engineers have made several suspension tweaks and fitted new tires to the 2012 Gold Wing. Turn-in response is slightly quicker than the venerable previous version, and cornering clearance remains excellent for such a big rig.

New for the Wing’s audio system is MP3/iPod connectivity. Yes, the device connection resides in the top box, but its location is unimportant because Honda incorporated control of the iPod into its handlebar controls and dashboard view screen. You can access playlists, artists, albums, etc., just as if you had the device in your hand. There’s also a new surround-sound aspect to the speaker layout providing an enhanced listening experience. I could hear the rear speakers more clearly, even at freeway speeds.
Before leaving on our day ride, we were given a tech briefing on Honda’s new satellite-linked navigation system. According to Honda, the updated system provides more up-to-date information because of a quicker connection between bike and satellite. The viewing screen is also now brighter for better viewing.
A very usable new feature when traveling to unknown regions is the GPS’s lane-assist function that tells the rider in advance if the desired off-ramp is on the left or right of the freeway. There’s also a new 3-D terrain view. Next to the iPod connection in the top box is a new, removable flash card that allows Gold Wing owners to remove their route, download it to a personal computer then upload it and share it with fellow Gold Wingers.
Curiously, the new Gold Wing’s wheels come encased in a sheen of clear coating. Honda says it’s for easier cleaning and to keep the wheels in better shape for a longer period of time. For anyone who remembers the yellowy, peeling, clear-coated wheels from the 1980s, this may seem like a mistake. But Honda assured me that while the clear coat is the same recipe, the process of application has changed, and it was the process 30 years ago that caused motorcycle owners to spend hours with a fistful of steel wool stripping the baneful sealant from the wheels of their ride.

Upgrades to the 2012 Gold Wing include new iPod menu, surround sound, and a much more contemporary navigation system.

The redesigned fairing of the 2012 Gold Wing, with its color-contrasting side panels, is distinctive, setting the largely unchanged new Wing apart from its predecessors. The new look freshens the Gold Wing’s profile and, according to Honda, the fairing is slightly wider, providing improved wind protection.

The Wing’s rear gets freshened up for 2012.

While a better wind pocket was hard to confirm during the blustery afternoon spent aboard the two Wings, the restyled rear of the bike, with its relocated taillight, was visually pleasing and its functionality evident. By centralizing the taillight between the saddlebags and lengthening the saddlebags themselves, the new Gold Wing gains an additional seven liters of storage. Parked next to one another, the 2012 saddlebags appear smaller, but ‘tis only an optical illusion.
Another visual cue on the new GL is the engine cover directly above the brake/shift levers. It was chrome on the old model, but it’s now black to, according to Honda, “modernize” the look. But instead of being chrome or color-matched with an upgrade to one of the three trim levels above the base model, this unfinished, plastic, black panel comes on all 2012 Gold Wings. It looks cheaper in person than it does in pictures and is unbecoming for such a high-end motorcycle.
So the updated 2012 Gold Wing is a better a motorcycle, receiving upgrades in areas that truly benefit its rider. However, at $23,199 to $28,499, the Gold Wing is pricier than the new BMW K1600 GTL which retails for $23,200 to $25,845.

Our correspondent wasn’t a fan of the Wing’s new black engine cover.

The new Beemer is faster, lighter, has Bluetooth connectivity and an electrically adjustable windscreen. But the Wing has more luxurious passenger accommodations and perhaps has a slight edge in slow-speed handling.

The Gold Wing has always been at the forefront of the luxury-touring segment, and the new model’s upgrades make it even more desirable.