BMW G310R Street Tracker by Wedge Motorcycles

A few months ago, this pocket-sized street tracker caught my attention on Facebook. It was based off the BMW G310R street bike platform, that much I could tell, but I couldn’t find anymore information on the machine. A few more weeks of this lonesome photo sitting in my ‘to do” box, and it finally moved on to the place where all good stories go to die. So, imagine my surprise when our friends at BMW Motorrad Japan sent me the following photos, which depict a new custom bike they commissioned from Takashi Nihira, at Tokyo’s Wedge Motorcycles. It is the same bike I saw months earlier, but now we know who to thank for its creation, as well as a little bit more about its build. Its is quite impressive, for an unassuming “little” street tracker, don’t you think?

From Russia with Love, MV Agusta Finds New Money

Last week, I was ready to start polishing the obituary for MV Agusta – the Italian company seemingly in an impossibly terminal state. Now it seems MV Agusta’s fortunes are changing, with the Italian motorcycle maker signing an agreement with the Black Ocean investment group to recapitalize MV Agusta. Details of the pending transaction haven’t been released, but we can assume that the increase in capital will help ease MV Agusta’s relationship with suppliers, get workers back on the assembly line, and continue the development of new models. The €20 million question though is whether Black Ocean’s investment will mean the departure of AMG, the German auto brand acting now like an albatross around MV Agusta’s neck.

Ducati MHLeggera Concept by Speed Junkies

The Ducati 1299 Superleggera might be the most technically astounding machine ever to come from the Italian brand, but all those exotic materials and fancy electronics are lost on some riders – motorcyclists who prefer more simpler times. So the good folk at Speed Junkies have heard this call, and mashed-up the 1299 Superleggera with Ducati’s perhaps most coveted nod to the past, the Mike Hailwood inspired Ducati MH900e. Both the Superleggera and MH900e are beauties in their own right, though there is something interesting to the design that Speed Junkies proposes with the two bikes together. We thought you would find the concept interesting, and there is a second “race” version waiting for you after the jump as well. We are of the belief that either would look good in our garage.

Introducing A&R Pro Premium Memberships

We are launching something very special today, which is geared towards our most diehard readers. We call it A&R Pro. It is a premium membership that offers more features to the Asphalt & Rubber website, and more of the A&R content that you have grown to love. For the A&R readers who can’t get enough of the site – often coming here multiple times per day to get the latest stories – we wanted to offer you more of the content and community that you thrive on; and in the same breath, give you a way to help support Asphalt & Rubber. That’s where A&R Pro comes in. Asphalt & Rubber has always strived to be an independent voice in the motorcycle industry. By signing up for A&R Pro, you help us to continue that goal, and in fact make us more independent.

Ariel Ace R – More Sexy for the Sexiest VFR1200F

For some, it is a challenge to get excited about a motorcycle like the Honda VFR1200F. The porker of a street bike as strayed far away from its sport bike roots, and yet confusingly isn’t a terribly effective tourer either. The market response reflects this confusion, but I digress. It is however easy to get excited about the Ariel Ace, a motorcycle that features a repackaged VFR1200F motor wedged into a bespoke aluminum trellis frame, with the usual top-shelf drippings offered, along with a very unique streetfighter design. Taking things to the next level now is the beautifully done Ariel Ace R, which comes with carbon fiber fairings, carbon fiber wheels, and a tuned V4 engine that produces 201hp and 105 lbs•ft of peak torque. Only 10 Ariel Ace R will be made.

New Honda Rebel 500 & Rebel 300 Models Debut

It would be hard to count the number of motorcyclists who got their start in the two-wheeled world on a Honda Rebel motorcycle, with the line going back through decades of time. The number is certainly a large one. Now, a new generation of rider can begin their two-wheeled journey on a new generation of Rebel, with Honda debuting the all-new 2017 Honda Rebel 300 (above) and 2017 Honda Rebel 500 (after the jump) ahead of the IMS Long Beach show. The Honda Rebel 500 and Honda Rebel 300 use the same power plants found on the CBR500R (471cc parallel-twin) and CBR300R (286cc single-cylidner), respectively, repackaging those engines into a cruiser platform that is friendly to new and shorter riders, with a 27″ seat height.

Electric Done Right, Enjoy the Aero E-Racer Street Tracker

It has been a while since we have seen an electric motorcycle that caught out fancy – you know, one that looked like it was made by someone who actually understands motorcycles, and isn’t just gunning for a spot at Art Center. There is this notion in the electric world that just because powertrains are evolving, that we need to throw the baby out with the bath water as wellwhen it comes to design. But, when I think about the electric motorcycle builds that have caught my attention the most, it is the ones that understand this concept at their core – good examples being bikes like the Mission R, Alta Motors Redshift SM, or Vespa Elettrica. Add another name to that list now, as the E-Racer from Aero Motorcycles is a truly beautiful two-wheeled machine, and it runs on electrons, not hydrocarbons.

Here It Is, The Norton V4 RR Superbike

It has been a long time coming for the Norton V4 RR, but the British firm has finally debuted its 1,200cc, 72° V4-powered, 200hp superbike. The actual machine looks pretty close to its concept sketches, which in turn are based closely to Norton’s TT race bike. Norton has made a pretty stout machine, with the V4 RR coming with a robust electronics package that was developed in-house, which includes traction control, wheelie control, launch control, and cruise control, augmented by a six-axis IMU; a 7″ high-definition display that includes a rear-facing camera; and a up-and-down quickshifter and datalogger. Key chassis components include the twin-tube “shotgun” frame, and a single-sided swingarm with a fully adjustable pivot point (the steering head angle is also adjustable).

The Z800 Becomes the 2017 Kawasaki Z900

The naked sport bike segment continues to push into larger displacements, with the Kawasaki Z800 turning into the all-new 2017 Kawasaki Z900. With that change in number comes an obviously new 948cc inline-four engine, slung into a light-weight trellis frame, amongst other improvements. For the marquee differences between the machines, the Kawasaki Z900 brings with it a 13hp power increase to 124hp, and a weight reduction of over 50 lbs, for a curb weight of 458 lbs (non-ABS). For creature comforts, the 2017 Kawasaki Z900 comes with assist and slipper clutch, with optional ABS brakes. Priced at an aggressive $8,399 ($8,799 for the ABS model) though, that tradeoff comes from the Z900 being sans any advanced electronics and high-spec components.

Vintage Done Right, The Fantic Caballero 500

You probably haven’t heard of Fantic Motorcycles, but you won’t want to miss the company’s two new 500cc models, which are tastefully done heritage models. Bringing Italian sexiness to a segment dominated with an American aesthetic, the Fantic Caballero 500 street tracker and scrambler bikes are remarkable examples of purposeful and elegant machines. Based around a 449cc single-cylinder four-stroke engine that makes 43hp, the Fantic Caballero 500 scrambler comes with a 19″ front wheel and 17″ rear wheel, whereas the street tracker model comes with 19″ hoops fore and aft. The chassis is done in the old style, with a backbone frame made out of chromoly steel, mated to a more modern aluminum swingarm. Upside down forks and a rear monoshock handle suspension, both of which are fully adjustable.

Matt Levatich Named The New CEO of Harley-Davidson

02/04/2015 @ 9:25 pm, by Jensen Beeler10 COMMENTS

Matt-Levatich

In a surprise press release late-today, Harley-Davidson announced that Matt Levatich will be taking over as the company’s CEO, starting May 1, 2015. Levatich will replace current CEO Keith Wandell, who took on his role in the company on May 1, 2009 — in the middle of the great economic recession.

The news is perhaps less shocking to industry insiders and analysts, who are familiar with the reasons behind Wandell’s tenure as CEO, and where Harley-Davidson stands today.

For sometime now we have been wondering when Harley-Davidson would initiate the next phase of its business plan, and whether Wandell would be a part of the company going forward.

As the symmetry of the tenure shows, today’s news is also a tip by Harley-Davidson that the swap in CEOs is due more to a new company direction than a reflection on performance.

Tradition Is Not A Business Model: Mission Motors

10/27/2009 @ 7:10 pm, by Jensen Beeler9 COMMENTS

When is a motorcycle more than a bike? When does the electric motorcycle become more than a powertrain? One of the largest hurdles that electric motorcycles face (along with electric vehicles as a whole) is the public notion that these vehicles are like their internal combustion counterparts, and therefore fit into the same preconceived anatomy of what a motorcycle should look and behave like.

However, with electric motorcycles comes the opportunity to start with a fresh slate on how we move about on two-wheels. If form follows function, then with this new function should come a new form. Yet, I still find it amusing when I see electric motorcycles with fabricated fairing fuel tanks. Granted there is a lot to be said about industrial design and its relation to psychology, but I think this fact illustrates the unfluctuating desire of motorcyclists to make every square bike fit through a round-hole.

Despite this allegory, the motorcycle industry sees electric motorcycle startups challenging a lot of norms that we still cling to desperately in the motorcycle industry. Our final stop in the “Tradition Is Not A Business Model” tour of motorcycle startups, takes us to San Francisco, California and the offices of Mission Motors. Fresh on the heels of Mission’s announcement of the Neimen Marcus Limited Edition Mission One, I got a chance to sit down with company CEO/Founder Forrest North and Product Manager Jeremy Cleland, to talk about how technology changes the way we understand and use motorcycles; and perhaps more important, how manufacturers can design and build better motorcycles better in the future.

Tradition Is Not A Business Model: MotoCzysz

10/20/2009 @ 11:09 pm, by Jensen Beeler21 COMMENTS

Today I want to broach the subject of what it means to be not only a motorcycle startup, but what it means to be an American motorcycle startup. For a majority of our readers, the concept of American motorcycling is something that we have understood since our days as children. No matter how you came to this industry/sport/lifestyle, as a reader of A&R you no doubt have a strong personal compass of what is means to be an American motorcyclist, and it is something that you touch and understand on a daily basis.

The business side of this understanding is less straight-forward though. It is one thing to identify personally with what makes an American motorcycle, but it is a very different exercise to build a product that evokes that same emotion to the mass consumer. This concept becomes even more relevant today, as the motorcycle industry is still recovering from the news of Buell’s closure and Harley-Davidson’s drastic measures to stay afloat. With no precognition of this impending news, I headed to Portland, Oregon to talk to Michael Czysz, CEO of auto-biographically named MotoCzsyz. Czysz’s journey presents a unique story about a company that has twice attempted to create an American-bred sportbike, and as such is the appropriate company in which to frame our topic about what it means to be an American motorcycle startup.

Tradition Is Not A Business Model: Brammo

10/11/2009 @ 2:25 pm, by Jensen Beeler17 COMMENTS

A problem derived using game theory, the Prisoner’s Dilemma was first put forth by Merrill Flood and Melvin Dresher. Adapted over time, the classical prisoner’s dilemma goes like this:

Two suspects are arrested by the police. The police have insufficient evidence for a conviction, and, having separated both prisoners, visit each of them to offer the same deal. If one testifies (defects from the other) for the prosecution against the other and the other remains silent (cooperates with the other), the betrayer goes free and the silent accomplice receives the full 10-year sentence. If both remain silent, both prisoners are sentenced to only six months in jail for a minor charge. If each betrays the other, each receives a five-year sentence. Each prisoner must choose to betray the other or to remain silent. Each one is assured that the other would not know about the betrayal before the end of the investigation. How should the prisoners act?

Making the most rational decision, and acting solely for themselves, the best option for both prisoners is to defect. Under any circumstance, betraying their partner by ratting them out will generate the best possible aggregate result for the prisoner. However, because the choice to defect is both prisoners’s best move, it assures that the outcome will be a 5-year sentence for both of them.

Flood and Dresher’s problem illustrates the challenges involved in acting beyond one’s own personal gain, choosing instead to act for the good of the group. If everyone acted in this non-selfish manner, the group would thrive more richly than it would acting solely in their own individual best interest. But, because of the issue of free-riders, and as this game theory problem illustrates, there are significant hurdles that must be overcome in order to achieve these non-self-serving results.

One of the biggest challenges facing electric motorcycle manufacturers comes in the form of customer education. These companies must wrestle with not only how they convert current internal combustion engine (ICE) motorcyclists to electric motorcycles, but also how they will bring current non-motorcyclists into the industry. Not an easy task to begin with, the problem is compounded by the nearly non-existent marketing budgets these companies operate on. There is no question that there is a need to putt forth the argument for electric motorcycles in the industry, but with making that case comes a marketing decision that exemplifies our Prisoner’s Dilemma problem.

Who will take on the burden and challenge of educating an industry centered around the internal combustion engine, when doing so surely means a great investment in capital and resources, and also when the desired affect will bring no exclusive benefit to the company? That is to say, what company is going to take the time and money to begin changing the way motorcyclists think about motorcycles, and develop a market for electrics, when the return on that investment helps them just as much as it helps their competitor?

Tradition Is Not A Business Model: Zero Motorcycles

10/05/2009 @ 3:32 am, by Jensen Beeler17 COMMENTS

Walking into the office of a company is always an interesting experience. For a company, the work place is the first expression of the company’s culture. Similarly, workspaces are often a reflection of the people that work inside them, an occupational rorschach test if you will. Yet, despite its importance and revealing nature, a company headquarters is rarely experienced by the end-consumer. It is an interesting disparity that occurs in every industry, and the electric motorcycle scene is no different.

Tradition Is Not A Business Model

09/28/2009 @ 2:58 am, by Jensen Beeler10 COMMENTS

In my last year of business school I had to write a business plan in order to officially obtain a concentration in Corporate Innovation & Entrepreneurship. This was before the complete global economic meltdown, and entrepreneurship was still very much a dirty word in the hallowed walls of our MBA program. Many of my classmates were hoping for Wall Street jobs, and the class all-stars were all vying for jobs at the hottest hedge funds, so the idea of starting a company that would likely pay a negative paycheck in its first couple years was very much a foreign concept. It comes as no surprise then that only four or five business plans were submitted for consideration for the course concentration; one of which was mine, entitled Tradition is Not a Business Model – An American Sportbike Business Plan.

In this article, and its subsequent series of articles, I hope to re-examine what it means to start a motorcycle company in the United States. While my original business plan centered around the concept of a traditional motorcycle with an internal combustion engine, this series of articles will instead take the opportunity to look into corporate innovation in the motorcycle industry, through the lens of the newly formed electric motorcycle sector. In what I hope will become a weekly conversation on business in the motorcycle industry, we begin our discussion first with the perspectives of four entrepreneurs, which you’ll see in the coming Sunday Editions of Asphalt & Rubber.