Vanguard Roadster Set to Debut IMS New York

12/02/2016 @ 6:12 pm, by Jensen Beeler34 COMMENTS


Say “hello” to the very attractive Vanguard Roadster, which is hitting the interwebs ahead of its official debut at the IMS New York show. Based out of the Brooklyn Navy Yard in New York City, Vanguard Motorcycles was founded by Edward Jacobs and Francois-Xavier Terny.

If the Vanguard Roadster design reminds you of something from Confederate Motorcycles, that’s no accident. The two machines share the S&S X-Wedge v-twin engine platform, but more importantly Jacobs was a former designer for Confederate, while Terny brings his business acumen to the startup.

The very industrial and burly motorcycle uses a 1,917cc (117ci) engine at its core, which makes 110 lbs•ft of peak torque.

Other source bits include Brembo brakes, Öhlins suspension, and Metzler tires. Technological items include a single-sided swingarm, LED lights, and an LCD screen and rear-facing camera that substitute for mirrors.

From a design perspective, there is much to admire about the Vanguard Roadster. We might not be huge fans of the roadster/cruiser aesthetic, but the carbon fiber fuel tank and full-metal body make for an intriguing image.

Details from the handlebars, to the fluid reservoirs for the brakes and clutch, and how the big v-twin engine gets power to its rear disc-wheel are all very compelling, as is typical with Jacobs’ work.

You can probably spend more than a few minutes admiring Vanguard’s first creation. Available in 2018, Vanguard says that the Roadster will be selling for the modest price tag of $29,995 MSRP.































Source: Vanguard

  • appliance5000

    How does it get power to the rear disc wheel? inquiring minds want to know.

  • Mitchel Durnell

    Assuming it’s a shaft drive.

  • MikeD
  • ‘Mike Smith

    $30 large compared to a fully custom Harley makes this bike not unreasonable. Sure it’s not very practical but if you’re into getting attention at bike night, this would get you there.

  • Barry Rothwell Taylor

    Is it me or does that gear lever seem very close to the ground ?

  • Boltmuncher

    With this level of attention to detail in the machining, why use brembo when they could use that 6 axis CNC to make their own? Woulda been over-the-top sexy…

  • chris

    that fact that they didn’t bother to take it off the lift should tell you something.

  • tony

    another cgi “motorcycle” .it kinda bugs me abit (first world problems) that a&r keeps featuring these things as real instead of concepts…wonder what inquiring reporter kent brockman might think…

  • Michael Howard

    Looks like a Transformer in its motorcycle form. What’s its primary form?

  • Jack Meoph


  • Clint Keener

    It’s real.

  • check out Silodrome. It has closeup pics of the shaft converter box which also has a plexi type window

  • Just got some hi-res shots and added them to this post too. Enjoy!

  • It’s very real, and if you’re in New York next week, you can see it for yourself at the IMS New York show.

  • That got a chuckle.

  • Tm1

    Hottest accessory for 2017- Vanguard Invisible front brake lines. The newest technology in advanced braking offers performance so superior, you could say it like there is nothing between the caliper and the master cylinder.

    Coming to your finer accessory houses in Q2 2017

  • Andrew Horton

    another air cooled narrow angle 2 valve v-twin. nothing like thinking out of the box

  • MikeD

    YUP, the proverbial FLY on the ointment.

  • tony

    tell you what jbizzle…post a shot of you with the bike, then a soundbite of said bike running, then i want the address of 1 dealer in the whole socal region…then i’ll believe it’s real…

    my goodness, this is starting to sound like a dave chappell skit. where’s bruce when i need him?!

  • tony

    and you are…whom? wait, lemme guess…Catherine keener’s little brother?!

  • proudAmerican702

    “Say “hello” to the very attractive Vanguard Roadster…”

    Sorry Jensen, you lost me in the first eight words of the article.

    No thanks.

  • Keith Schiffner

    striking yes, attractive…not so much. It’s a small number of people with attention disorders (i.e. look at me) who’d want such a motorcycle. It’s a nice art school design study to be sure. But let’s be honest any mere mortal on a EX250 or a crap old bone stock H2 would leave the rider of this in the dust on anything but a straight road.

  • mark k
  • Narrow angle? This is nearly a 60 degree twin (56 degrees). S&S was deliberate in the design & engineering of the angle of cylinders to alleviate the pitfalls of 45-degree designs while maintaining the things they liked about that heritage design. Many of the same principles were considered that renowned engine builder Rotax has used in developing the Aprilia 60-degree twin (when it comes to what happens inside the cylinder walls & crankcase of 45 vs. 60 vs. 90 etc). From an engineering perspective I’d say narrow is below 50

  • The length/weight, shaft drive, & abundance of machined textures are too much. The genius in this design is how he incorporated a low cost assembly into an aesthetic that doesn’t look like that was the primary goal. Heat in the heads, though, is a big question.

    Wonder how that motor would look turned 90 degrees in the chassis? Are the cylinders/heads too wide & tall for the rider’s knees? My guzzi’s heads tuck under the tank just enough

  • Paul McM

    I have to say this is a stunning exercise in machining. Billet, Billet, and more billet. Look at that utterly massive swingarm + rear hub assembly. I admire the CNC that was involved… its just when I actually contemplate riding the thing that my interest wavers. Seat — marginal. Riding position — questionable. Ground clearance — bashable. Weight — unprintable. Overall this looks like something to put under glass in a Billionaire’s beach house, and not ever to be ridden. First hint — real road machines have fenders, and I don’t see anything in the front that appears to be DOT-compliant turn signals.

    I do question the notion that every conceivalble piece on a motorcycle should start as a big heavy, hunk of metal. That may look buff and manly, but’s its actually not very enlightened engineering. Imagine if this philosophy had been applied to laptop computers — we would be carrying around 70-lb billet blocks with a tiny little screen.

  • proudAmerican702

    “Wow Bob. That’s a stunning door hinge you got there. Is it a genuine Confederate?”


  • Andrew Horton

    Thanks for the giggles… For the record a v-twin with an angle of 0 to 90 degrees is a narrow angle v-engine. From 90 to 180 degrees is a wide angle v-engine. The significance of a 90 deg twin is in its perfect primary balance. Narrower than 90 deg twins sacrifice this balance for packaging advantages (hardly evident in the “design” of the S&S engine) and additionally compromise inlet tract efficiency & rear cylinder cooling. Moto Guzzi raced in the mid 1930’s a 120 degree v-twin engine specifically designed to avoid rear cylinder cooling issues. The BMW boxer engine is the only surviving example of a 180 degree v-twin configuration.

    S&S, who ever they are, have avoided none of the pitfalls of the vin ordinare 45deg ditch-pump engine we are all too familiar with by adopting a 60deg v angle. The thing is still an air-cooled, long-stroke, two-valve, underperforming & overweight anachronism.

    Ironically the 15 year old Aprilia residing in my shed has a Rotax 60 degree angle twin, but also brings to the table water cooling, heads with (shock horror!) double overhead camshafts directly driving 4 valves per cylinder and bore/stroke & compression ratios more state of the art for this decade than the one when Mussolini came to power. Rotax does use the water cooling to alleviate the narrow v disadvantage of rear cylinder cooling and two balance shafts (one in the rear cylinder head) to subdue to a reasonable extent issues from poor primary balance.

    Fundamentally from a clean sheet design exercise thinking outside the box would be something more like a direct injection two stroke v twin with a cvt gearbox, or an ultra compact small capacity supercharged triple rather than just another be-chromed chunk of butt jewellery.

  • I specifically wrote about the cylinder walls & crankcase of a narrow v-twin when comparing Rotax & S&S & nothing about the other obvious differences such as liquid cooling. The issues I mentioned remain regardless of air cooling or what type of valve actuation was selected.

    Underperforming? It’s all relative to the intended market, engine character, & experience they want the rider to have. I guess you haven’t noticed the revenue related to the narrow-angled, air cooled motors since 1990….the ones that S&S wants to mimic while addressing their limitations with this motor. Hint: it’s well into the Billions

    I’m all for both clean sheet design & continued development of the simplicity of aircooled narrow vtwins. The latter can be very fun when put into the right chassis.

  • Keith

    They forgot the fore/aft adjustable 1″ dia. dowel pin coming up through the seat to hold your ass in place.

  • Fidel Cash-Flow

    Other than the powerplant and some of the proportions of the bike, I think It’s pretty interesting. The one piece tank/frame/subframe is super trick. Make a sporty one!

  • 2Kcowboy

    Wow! Stinging comments. I like it!

  • MaxS

    Cheap Hellcat? No thanks! Definitely looks like one of Eds proposals got rejected at Confederate so he left to build it on his own. If you’re gonna start something new, start something new. Sad to see a lack of creativity from a designer who seemed to be capable of being unique.

  • Andrew Horton

    And I specifically wrote “another air cooled narrow angle 2 valve v-twin. nothing like thinking out of the box” to highlight that there is a fundamental difference between a styling exercise & engineering informed design. For some reason you fixated on the narrow angle element in my opinion. If S&S built their engine as a 90 deg twin my opinion would not change. The “heritage” – actually the correct word would be “history” – of 45 degree air cooled two valve transversely mounted v-twins belongs to another manufacturer. As you correctly pointed out S&S are in the clone market because its great business & I have no complaint with them chasing a fruitful market. But for all of this my lament remains the same. That a show-bike, something that is supposedly an expression of imagination & engineering adventure is really not more than an overstyled repository of yet another air cooled narrow angle 2 valve v-twin.