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Showing posts with label H-D Livewire. Show all posts
Showing posts with label H-D Livewire. Show all posts
Living with a Livewire
Livin’ La Vida LiveWire.
Pros and Cons from a fortnight with Harley’s Electric Offering.
I was lucky enough to score a two-week loan of the new Livewire ¬and racked up almost 1000km riding around Brisbane and environs. I really enjoyed it. It’s a really good fun motorcycle – with some obvious caveats.
Firstly.
As we keep reiterating. Their new models are an important part of Harley-Davidson’s growth into the future. The company is looking to expand its market and attract a more diverse range of owners.
The new machines don’t replace the Softails or Touring models – they offer alternatives or additions to them – and according to our reader surveys many of our subdcribers already have a Commuter and/or an Adventure bike in the garage, as well as a nice Classic, Twin-cam or M8.
Which brings us to back to the LiveWire. It’s defined by H-D as an ‘Urban Vehicle’ and it really is a combination of a commuter bike and a lively round-town sports machine in a stylish, battery-operated package. One that offers a quite different and unique riding experience.
The Pros.
That famous quote by some clever wit went: ‘Man wasn’t meant to fly … but he sure needs to accelerate’. If nothing else, the LiveWire fills that need satisfactorily. Quite exhilaratingly so.
Looking at the spec sheet the numbers aren’t really all that impressive. 105 horsepower and 116nm of torque in a package that tips the scales at 251kg in running order - or roughly the same mass as a 1200 Sportster. My XB12 Buell produced 103 ponies and weighed around 195kgs dry – and that was almost 15 years ago.
So, on paper I expected similar level of ‘hurry-up’ as the old XB. But as often happens when I ride the specifications sheet rather than the machine, the reality is far removed from the assumption.
To borrow a line from Vespa, another champion of Urban vehicles, the appeal of the LiveWire is its ‘twist and go’, but unlike the scooters – it all happens very, very quickly. With no clutch to engage or gears to select, the power and torque delivery is virtually instant from the moment you wring the throttle and it’s delivered in a purely linear, straight-line fashion.
Pretty much all of its power and torque is available at any given speed or in any situation - depending on which riding mode is selected and the level of traction control programmed. The power surge is virtually instantaneous. The only other bike that I've personally tested that had a similarly immediate ‘Bam!’ was a Ducati Hailwood replica - where the time between wringing the throttle and surging rapidly forward seemed infinitesimal.
It's the same with the Livewire; you think it, you twist it, and you're gone, because it’s all there, all the time. There’s no need to drop it down a few cogs to find the torque or maximum power. Subsequently at operating speeds it feels like there are more than the specified 105 ponies whining away beneath you.
On the day I collected it the crew at Morgan & Wacker I headed straight up Mount Glorious to the west of Brisbane. Halfway up the hill I got stuck behind a horse float. When the first passing opportunity arose I wound the throttle on at 60kph and the immediacy of the bikes acceleration took me completely by surprise. My hand slipped on the grip and I slid back on the saddle – and let out a joyous expletive with a lesson well learned: Be prepared – this bike can be quite brutal. Particularly in Sports mode – and I found it a very satisfying thing.
In the modes
Sports is just one of 4 standard riding modes available. These can be selected from the clear and legible TFT touch screen display (that is also adjustable for viewing angle) – or from a rocker on the right-hand indicator switch.
Highway mode gives a balanced mix of power and some regenerative braking.
Sports mode offers maximum power and minimum regen.
Rain mode reduces everything and optimises the traction control while ‘Regenerative’ mode delivers 40% power and maximum charge back to the battery when braking or slowing down.
There are also three user programmable modes available for the rider to dial in their own preferences as well.
Using a mix of Regen mode and highway mode I was able to get around 200km range up and down Mt Glorious and back to home. Anywhere around town and in the stop-start traffic range wasn’t an issue at all. Also around town I appreciated not having to row it through the gears, feather the clutch or worry about the engine overheating. It is an easier way to ride. The reasonably upright riding position helps see over the traffic too.
I’ve never ridden a bike where I was so pleased to encounter a red traffic light. It’s very narrow and it made lane splitting to the front of the queue very straightforward. But the main attraction is the opportunity to launch - and that comes right back to the joys of rapid, linear acceleration.
Once I came to grips with the LiveWire’s unique power and riding style I started work on dialling-in the Showa three-way adjustable suspension front and rear.
The experience from owning the Buell with a similar setup came into play and I was able get it tuned for my payload with a little trial and error. It is a finely fettle beast however, and I found it to be particularly sensitive to tyre pressures – or rather the correct tyre pressure.
Half-a-turn too much on the rebound damping or a few pounds under in the tyres and it could feel like it was dragging the front end over rough surfaces – or go too far the other way and it could feel a little top heavy or skittish. Once dialled in, I found it to be quite well mannered and planted in most situations. It’s not Buell good – but it was quite rewarding on the mountain road. Around town I found it easy to chuck around.
Stealth is good.
I actually enjoyed the stealthy nature of the electric’s almost noiseless progress too. Coming back down the mountain I passed a motorcycle cop parked up on the opposite side of the road not far from The Gap.
It was the bloke who has established a reputation amongst the local motorcycle fraternity as being very harsh on exhaust noise and other modifications – to the extent that some will no longer travel the only viable sports-riding road near Brisbane because of him.
But at this particular moment he was head down, faffing around with his phone and I was level with him before he was even vaguely aware of my presence or could raise the radar gun. The mixed look of surprise and bewilderment coming out from under that Police issue flip face lid as I rode quietly by was well-worth the price of admission.
I also enjoyed being able to slip out of my neighbourhood late at night to chase the many night shots I took of the bike without setting off every dog in the street.
I liked lots of its other tech too, the cruise control, the variety of information that can be displayed on the screen or the way it can be paired via Bluetooth from your phone and earphones (or headset) to control volume and your playlist via the toggle switch on the left-hand switch block.
The dash can interface with the H-D app on your phone to display navigation directions and distances to turns from the app.
I’ve been an electric bike enthusiast since I rode my first one in 2010 and overall, I found there is much to like and to enjoy about this bike … but.
The Cons.
I did find that the range is quite acceptable around town and riding up and down the nearby mountain – where regenerative braking regularly pumps power back into the battery. 200km was viable and quite acceptable for an afternoon joy ride under those circumstances.
What the bike hates however is the freeway or long open roads that offer nothing but a constant drain on the power cell. Without the opportunity to regenerate, the range suffers – badly and ‘range anxiety’ becomes a very real thing. You start to sweat on the battery power bar and wondering when the point of ‘I must return’ lies.
Several times my pals down on the Gold Coast posted up that they had a ride on the weekend. On the LiveWire this simply was not viable from my base in Brisbane. It would need a recharge not long after I met up with the lads. It’s a big limitation.
Charge 1,2,3.
Plugging it in to the 240volt outlet in my garage (Type 1 charge) overnight would see it fully juiced and ready to roll in the morning. This wasn’t a problem at all. It takes about 80 minutes to add 10% off the mains so it was definitely an overnight option, but conversely, I really enjoyed riding past the Servo next day.
The bike can use the more abundant type 2 commercial chargers as well, but they will only replenish the battery at the Type 1 rate.
The only fast charging Type 3 option available locally was on the wall at Morgan & Wacker.
Commercial Type 3 charters will add 80% to the battery in around an hour, but in most cases, you also need to bring your own Type 3 cable because most of these are set up for Teslas and they have their own proprietary plug - so that isn’t really viable. It does have its own charging cable stowed under the seat, but it’s a Type 1. IE – overnight or a very long wait.
Could be better
The low-beam headlight is possibly a concession to saving battery power and is not as good as other Harleys – possible better than an XB Buell, but not much. High beam conversely is reasonably good.
The mirrors are also not up to the usual Harley’s standard (industry best) – I had to move my head to look past my elbows or tuck a wing in. I’m a larger human than the bike is really made for and that was true for the peg to seat height ratio too. The seat is comfortable, but I ended up sitting on a few layers of sheepskin, to lift the height. An aftermarket fix would sort that issue though. But overall, it’s built for reasonably compact person.
The wiring harness behind the instruments could have been much better presented, but overall fit and finish was what you’d expect from a H-D product.
Our market research also tells us that there are many HEAVY DUTY readers that own more than one Harley and plenty of the builds we feature have cost well over the asking price of the LiveWire, but it’s $50k price tag certainly puts it near the top of the price list. It’s a big ask for what we’d call a ‘Bike for the other side of the shed’.
Would I?
Yes. The small matter of the large price tag notwithstanding. Although after writing this test Harley have rebranded their electric range and the price appears to be coming down significantly.
But as a pure motorcycle enthusiast … I’d love one. It’s so different. But it couldn’t be my, or most people’s, only bike.
As one that sat alongside my ‘main’ ride, it would be great for 80% to 90% of the riding I do.
Running errands, going to location photo shoots, a quick skid for mental health reasons … I found it to be great fun and quite exhilarating to ride.
Fit a taller saddle and I’d happily ride it, charge it, and ride it (very quietly) again all the way between its 20,000km service intervals and back again – within significant limits.
Spook's opinion.
Starting in the range mode, the most sedate, still gave me instant, impressive, useable power. We left the meeting place and ran up the motorway to our first photo destination, and I was able to give it a little. Wow! This thing has some oomph. Into road mode, and a little more. A little later, I was able to try it in sport mode, and it became a beast! Extremely responsive due to full power all the time, and
very nimble. A lot of the shots require multiple passes, so there are many u-turns to be made. No problem on this one!
The most interesting facet for me was the weight distribution. It didn’t take long to get used to it, but it was unique. The mass of the bike is felt from tank to stand and was new to me. Initially, it felt like it wanted to lie down, but this feeling passed quickly as I became accustomed to it. The centre of gravity is actually very low.
After we arrived at the location for the first shots, Dave asked me, “In one word?” My response was “Brutal”.
In hindsight, still the word I would use! The power application is smooth and fun. The electronic brake control is confidence providing. The customisations available at your thumbs are amazing and so easy to implement on the fly. The angle-adjustable display is the icing.
When I was heading to our meeting point, I thought I would hate it. When I didn’t hear it ride in, I wanted to hate it, but after riding it, I can’t! I would have one in my garage next to my Breakout in a heartbeat!
Livewire Opinion
Fun, fun, fun, till they take his ICE away.
Mick said, “Get into Morgan & Wacker and get yourself a ride on the LiveWire. We need a ‘second opinion’ piece to follow up from the launch report.”
Shortly after, I was getting the pre-ride run down from the Sales Manager, Glenn Callaghan.
The ensuing run around Brisbane’s Northern suburbs, included some Freeway, a few on-ramps, some boulevard cruising and a few back-roads.
We’ve covered the performance, capability and shortcomings of the machine in numerous HEAVY DUTY reports so far. Accordingly, it’s sufficient to say that by the end of the run I was even more enthusiastic about Electrics than I had been before I rode the LiveWire.
When compared to the half a dozen other electric bikes I’ve ridden; I was blown away by the performance of this motorcycle.
All torque.
I thought about what first attracted me to Harleys, way back in the last century. It was the lazy power and the big torque hammer of a massive Vee twin.
The fact that 100% of LiveWire’s huge torque hammer is on tap, at any time you want it, had me grinning very broadly to myself on a number of occasions during the afternoon. Winding on the throttle and the instant surge is quite exhilarating.
To paraphrase what Mick said in the launch report in Issue #173 of HEAVY DUTY, its limited range means that it isn’t for every everyone or every application - and that proved true as I watched the battery level drain on the Freeway.
But then, it would be suitable for about 80% of the riding I do. Going to and from jobs, work commitments and any number of gigs around town. A blast down to Murwillumbah and back with my pals¬ is just not doable – for now.
It's a great urban vehicle. It’s narrow, it lane splits easily and it gets off the line with ever-so-quiet gusto. After riding it for 10 minutes I didn’t miss changing gears at all, although I did have a few vain attempts at kicking it down a gear on approach to some corners.
I really enjoyed riding it and the way it goes genuinely surprised me. That's even after both Brum and Mick had told me what to expect from the machine.
Where does it fit?
If you are approaching this bike as a hard-core Harley ‘Big Twin’ person, it’s easy to understand why it’s of no interest. And it’s not hard to understand the acrimony some commenters have displayed either. It’s a mighty long way from an Evo or even Harley’s own ‘chrome’ marketing from not so long ago.
Purely as a motorcycle enthusiast it’s hard not to be impressed by its capability - for an EV.
It is Supersport quick, it's potent and it really is quite an impressive piece of American know-how, engineering, design and development work.
The technology is of-course next level. The suspension, Brembo radial calliper brakes - and the whole package worked well for me on the Quick Spin.
It’s not really designed for a 195cm tall guy so my legs were a bit more folded up than I would have liked, but that’s true of any sports-oriented machine. The other ergos, saddle, handlebars, switchgear and cruise-control were all that I expected from a premium Harley-Davidson.
“Why Harley, why?”
Have you heard that lament from various corners of the bar, the internet ¬- or even our own Facebook page?
Every time we post an image of the LiveWire, amongst the positive responses are posts like: “Sorry but you’ve lost a client!” and “It will be a Massive Failure you wait and see. Harley-Davidson have lost their way.“ or “NOT A CHANCE IN HELL.”
We understand these responses too.
But consider this.
I doubt there has been another vehicle in the storied history of the Motor Co that has attracted so much attention or put the brand so squarely in the public eye.
If there was a publication that did not devote many column inches, online posts and picture galleries to the LiveWire, I didn’t see them.
From mainstream newspapers to specialist web sites, the LiveWire garnered headlines and put the brand at the forefront ¬- and generally painted the MoCo as a leader in innovation. It added up to publicity and brand profiling with untold value. Even if they never sell a single unit.
Another consideration is the often-quoted conundrum of the average age of a typical new Harley buyer.
According to a Reuters article published in 2018, prior to 2009 Harley regularly reported data on average rider age. They stopped. H-D said it’s because, “The number did not measure the outreach effort.”
Other more cynical sources say that it’s because the constantly ageing average buyer demographic was impacting on the share price. The long-term effects of a dwindling market’s writing could be seen writ large on the ageing Baby Boomer’s wall.
If the average age numbers were extrapolated, sooner or later the market for heavyweight chrome cruisers becomes too small to be viable ¬- simply because not enough young-un’s are coming on board behind the older riders.
Playing it by those numbers, H-D have to come up with more diverse products sometime in the future. They simply have to.
Staking out territory in an Electric market that might attract a younger market, if and when the cruiser market does eventually ‘die off’ also makes sense.
They won’t purchase a flagship LiveWire, not at that $50k. But they might well look at one of the numerous other smaller EV prototypes in development.
Whither California?
Austria: 2020, Belgium: 2026, California: 2035, Canada: 2040, France: 2040, UK: 2030 and many more.
These are the dates by which countries, states or cities plan to ban the sale of new vehicles with internal combustion engines (ICE).
Whether motorcycles will be included in the ban varies by jurisdiction. In most cases the time frames are longer, but a flow-on ban still may loom on the horizon.
There are other incentives - or disincentives already in play. According to British Dealer News, in the UK for example, the Government offers a plug-in motorcycle grant of 20% of the purchase price of certain electric motorbikes and scooters (up to a maximum of £1500), and the Ultra-Low Emissions Zone in central London that came into effect in 2019 includes non Euro3 compliant motorbikes, too.
Some entities have made large capacity motorcycle registrations or insurance prohibitively expensive to that same end.
Some of the rationales behind these measures include: “Reducing health risks from pollution particulates, notably nitrogen oxides and other emissions.
Meeting national greenhouse gas, such as CO2, targets under international agreements like the Kyoto Protocol and the Paris Agreement - or energy independence.
The intent to ban vehicles powered by fossil fuels is attractive to governments as it offers a simpler compliance target, compared with a carbon tax or phase-out of fossil fuels.”
It doesn’t matter whether we agree with the Kyoto Protocol. The legislation is coming. The change has begun.
As unpalatable as it might seem, sometime in the not-so-distant future, in various parts of the world, a new petrol-engine motorcycle sitting on a showroom floor might be illegal.
Apart from intense lobbying, and continuing to make their air-cooled engines Euro compliant, what can Harley do about it? Well, marking out some territory in the electric vehicle marketplace might not be so crazy after all.
Doomed?
I had a long conversation with Brum when he’d just come back from the big US launch.
I said, “I heard they aren’t planning on selling many?”
“Dave,” he laughed, “They aren’t even planning on making many. It’s being built on a spur line. Big sales numbers are not the goal.”
That’s the way he saw the LiveWire too: A foray staking out territory for future markets and development. At $50,000 none of us are expecting it to sell in large numbers. It’s a harbinger. A portent.
We do understand the online rage. For many enthusiasts, it’s a dystopian and downright distasteful crystal ball to look into. “The city will take the fuel injectors from my from my cold dead hands.”
Meanwhile, at Breakfast Creek and the here and now, I returned the test bike, grinned widely and thought Harley's latest creation is an impressive bundle of feel-good laughs.
I acknowledged its obvious limitations but still thought that maybe, with the way it goes, it’s a glimpse of a future that might not be altogether bleak either.
Did I mention the torque?
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