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With a name like Victory, why not play hardball?
By Bill Heald

Some fear the darkness, while others consider it the perfect backdrop for all kinds of satisfying activities. Heavyweight cruiser motorcycles have a certain hard-ass persona regardless of the hue of the paintwork, especially ones with huge V-twin engines like Victory’s 106-cubicinch Freedom V-twin, with its beautiful detail work and classic cooling-fin architecture. When you take a chassis with such a mill at its heart, embrace the darkness with a menacing matte black paint scheme, then add features that make the big bike not only visually striking but versatile to boot, you’re making an in-your-face statement to the world that you mean business. Such attitude is the hallmark of the big-cruiser class, and the lifeblood of Victory’s new Hard-Ball.

Starting with a long, 65.7-inch wheel base and a low 26.25-inch seat height, the all-black Hard-Ball (with red pinstripe accents that Victory says are there so you can find the bike in the dark) is a menacing presence, but in a good way. If Darth Vader had an ebony locomotive and said “Screw it—I want a bike,” that’s pretty much the vibe.

The Hard-Ball arms itself with the aforementioned Freedom V-twin, which offers four-valve heads, electronic fuel injection with 45-mm throttle bodies, and copious amounts of pavement-pounding torque. This is important because the bike is designed to effortlessly do your bidding, whether you’re roaring down the street to announce your arrival or toss ing your partner on the roomy rear seat, loading up the huge standard hard saddlebags, and heading to the hills for an impromptu weekend tour. The rear shock is air-adjustable, so you can tailor its response to whether your cross-country adventure requires you to travel heavy or light. While you’re on the open road, a six-speed trans mission makes for smooth, effortless highway cruising, and a 5.8-gallon tank keeps you rolling by the pumps so you stop when you want to, instead of being bossed around by puny fuel capacity.

One of the most striking aspects of Victory’s new dark knight is immediately evident, for the handlebars soar high above the bike in true apehanger fashion. Victory realizes both apes and men have arms of different lengths (and you may not want to hang your ape-self too high), so the black anodized bars are heightadjustable. Another excellent stan dard feature is the ABS braking system, with big, dual 300-mm discs up front and a single unit in back. The antilock technology helps maximize the stopping grip of the big Dunlop tires, and is always a welcome safety feature.

Bold, powerful, and, above all stylish, Victory’s new Hard-Ball makes the Dark Side more alluring than ever. Odds are, you already own the leather jacket that goes with it, too.

A popular British engine configuration has a challenger from Italy.
By Bill Heald

Unlike contemporary automobiles, motorcycles not only often have their engines unclothed for the world to appreciate, but you can pick from a vast array of engine types to suit how you roll. Air-cooled, liquid-cooled, Vs, inlines, horizontally opposed, singles, twins, fours, sixes, and more—they’re all out there, powering a dizzying assortment of bikes. And while some manufacturers offer a whole catalog of engine types, some marques are associated with particular designs (like Harley’s V-twins, for example). Triumph has long been famous for its inline triples, and its new 675-cc engine has been very successful in both its Daytona sport bike and Street Triple naked bike. But in 2012, it’s getting some competition from one of the most prestigious names in two-wheeled racing history, for MV Agusta has created a 675-cc Triple of its own, with both sport and naked versions. The F3 race-replica version is tasty, to be sure, but the naked Brutale 675 brings a whole new meaning to the term “performance art.”

These days, MV Agusta is a lowvolume, high-quality manufacturer that focuses on every detail of its machines, from getting every last pony out of the engine to executing drop-dead-beautiful detail work. The Brutale’s Triple features MVICS (Motor & Vehicle Integrated Control System), some black-box magic that “integrates the Full Ride by Wire throttle control with integral multi-maps for the engine and traction control.” This allows the rider to fine-tune the Brutale’s 115 horsepower to the riding conditions, while a MotoGP-inspired counterrotating crankshaft helps smooth the vibes. The engine’s compact external dimensions help with mass centralization, which ultimately makes the chassis easier to both flick through traffic and carve up S-turns in the mountains.

Even with excellent weight distribution, you still need a solid frame and balanced suspension components, so the Brutale gets a steel trellis backbone with aluminum side plates to support the 43- mm male slider front forks and single Sachs rear shock. Brakes are provided by Italy’s Brembo, and consist of radially mounted twin-front calipers with a single disc in back, all using proven racing hardware for the best in easy-to-modulate stopping power. A lack of bodywork, along with judicious use of lightweight materials, keeps the dry weight down to a svelte 358 pounds.

While this is an excellent performance résumé, the real joy of the modern MV Agusta is in the visuals, for the art of the motorcycle is on display in every inch of the Brutale’s architecture. To stimulate your riding juices further, MV is offering three superb color schemes with this surprisingly affordable motorcycle. So a prestigious name that was formerly within the reach of only well-heeled enthusiasts and collectors is now attainable by mere mortals, and riding hangouts the world over will be forever improved with a few of these gorgeous Triples parked outside.

Great design never goes out of style.
By Bill Heald

Moto Guzzi’s 1971 V7 Sport was a true bellwether for the Italian marque, incorporating lessons learned from the Café Racer Guzzis from the fifties and sixties, and boasting a new frame design that emphasized handling over horsepower (making the bike competitive against much brawnier machines). Unfortunately, riders accessorized with pudding bowls: crude motorcycle racing helmets that appeared when the machinery itself was no less experimental, distinctive, and even a bit iconoclastic. In those days a bike’s form followed function, and the true beauty of innovative engineering was apparent for all to see, rather than concealed beneath acres of bodywork.

Over time, manufacturers of rolling things have happily embraced new technology, but when it comes to motorcycles there exists a strong design bond to the past, especially with models that have marked true turning points in a company’s history.

The new V7 Racer is a fitting tribute to these classic bikes, and mixes meticulously executed Moto Guzzi–detail touches with some more contemporary hardware to deliver the performance and reliability the modern motorcyclist requires. The 90-degree air-cooled V-twin “Flying V” engine architecture of the original V7 is intact, modernized with Weber Marelli fuel injection. In case you’re not a Guzziphile, the term “Flying V” refers to the transverse mounting of the cylinders so they’re in front of your knees and in the breeze. The Racer’s unique paint treatment starts with the frame, swingarm, and hubs, which—like the original race bikes—are a brilliant red hue that flaunts the then innovative lightweight double-cradle backbone design.

The suede solo saddle terminates in a cool aerodynamic tail fairing (a passenger pillion is an available accessory). You’ll find drilledaluminum components all over the bike, which were the carbon fiber of their day, for by drilling holes you lighten the weight yet still have a suitably strong part. Suspension bits include a pair of fully adjustable Bitubo rear shocks, and powerful Brembo brakes handle the stopping chores. This gentleman racer also has Guzzi’s famed shaft drive, which won’t sling chain lube on your riding gear.

It certainly isn’t the latest crotch rocket on the market, but it lures in admirers with discerning tastes. If you’re not in the mood to socialize, the Flying V is but a twist of the wrist away, and you can let the timeless cadence of the exhaust take you to a simpler era. I’d pass on the pudding bowl, though.

A newbie from Noale arrives, and steals everybody’s thunder.
By Bill Heald

It seemed at first glance like any other stylish, Italian urban-sports motorcycle. True, the headlight and front mini-fairing did give it an aspect almost as sinister as H. R. Giger’s alien,but I had no reason to think this would be anything other than just another fine release from Aprilia. This means I expected a typical representative of the brand: a sweet-handling, refined, and well-behaved bike that would do everything it’s designed to do flawlessly. I believed all of this right up to the point where I climbed aboard and hefted the tall machine off its side stand. Then, I punched the starter button and everything changed. My God, what hath Aprilia wrought? Has a Balrog from Middle-earth crawled out of the high, shapely tailpipes mounted under the seat and used this auditory earthquake to preview the fire and violence to follow?

Such was my reaction to the Dorsoduro 1200’s delicious exhaust note, and it was a mere appetizer for the fun I was about to have with this incredibly ripped engine. I’ve ridden many V-twins from America, Italy, Austria, and elsewhere, and none have ever delivered the booming, baritone blast this bike does. According to Aprilia’s spec sheet, it produces “only” 130 horsepower and 85 foot-pounds of torque, but somebody forgot to tell the motorcycle. Even with the threemode engine mapping (adjustable on the fly, by the way) set on Touring, there is a boatload of brawn available from the basement to redline with no flat spots to speak of. Thanks to the perfect primary balance of the 90-degree cylinder configuration, vibration is never punishing, and what’s there lets you share in the thundering throb of those big pistons.

The upright, dual-sport riding position (and lofty ride height) aids maneuverability in tight quarters, whether you’re negotiating around an errant taxi or avoiding a felled tree on the road courtesy of an atmospheric blowhard called Irene. A compliant, easily adjustable suspension handles potholes and bumpy, high-speed corners with equal grace, and the hybrid frame design is both strong and light. Top it off with some of the finest in Brembo brakes, and you have a balanced package that can deal with almost anything the road can throw at you.

And then there’s that amazing V-twin. I mentioned the Touring mode is my setting of choice, but there’s also a Rain mode that helps you maintain traction in the wet, and a Sport mode. I found this last selection to be overkill, especially since the Dorsoduro had more than enough thrust in the more docile Touring setting. Sport mode will only help deplete your fuel too quickly, for feeding this beast’s puny 3.96-gallon tank is like handing a Bud in a shot glass to a thirsty lumberjack. I vote for a larger tank, for nothing must stop that exquisitely deep, rumbly motor music from frightening children and small animals every time you twist the throttle.

Here are some portable, high-tech, and smart baubles to shake your tree.
By Bill Heald

Striker FLEXiT
Amazon.com • $30
We’ve come a long way since the days when you tossed a flashlight into your glove box and longed for another set of hands when you actually needed to use it. The FLEXiT, which resembles a waffle iron that’s been run over by a semi, packs flat and is a welcome provider of illumination for midnight vehicle repairs. You can activate two, four, or the full grid of 16 LED bulbs to suit your needs, and a pair of magnets helps this bendable light buddy perch anywhere.

Keyport Ultimate Key-Chain Alternative
MyKeyPort.com • $50, plus $5 per key slider
Keys unlock our most treasured possessions, yet they can jab us in the leg, too, if not contained. The Keyport is a clever little box that turns jangling keys into cool, compact sliders, and the six slots can stow a USB fob or LED light, too. Motorcyclists will appreciate how the Keyport keeps their keys off the finish around the ignition cylinder, and everyone will love how classy it looks.

Gerber Bear Grylls Ultimate Kit
Amazon.com • $40
Expect the unexpected, no matter what style of conveyance you choose. Whether you’re varmint-hunting in your Range Rover or canyon-carving on your Ducati, an ultra-portable survival kit makes perfect sense. Survival expert Bear Grylls has teamed up with Gerber to put together a comprehensive 16-piece survival pouch that includes everything from a jewel-like Miniature Multitool to a fishing kit. A tightly packed pocket survival guide helps you make the best of what you have until rescue.

True Temper AutoBoss
AmesTrueTemper.com • $13
When you get caught in an unexpected snowstorm, using just a credit card, your hands, and/or a copy of this publication to dig out your vehicle can prove unsatisfactory—especially when your date is waiting in your stuck car watching the minutes tick by. The AutoBoss stows almost anywhere in your trunk or interior, and with the flip of a lever locks into a surprisingly sturdy shovel that’ll help get you on the road and to your destination in time for the first course.

OnStar FMV
OnStar.com • $299 plus installation and monthly fee
We’re becoming more connected to everything and everybody with each passing day, and GM’s OnStar subscription telemetric communications system (including automatic crash response, turn-by-turn navigation, hands-free calling, emergency services, and roadside assistance) is a part of that trend. Until this year it was only found in GM vehicles, but now the company has launched OnStar FMV (For My Vehicle), which allows for installation of the rearview mirror–based device on a broad variety of cars and trucks.

Stanley Lithium-Ion Jump-Starter
Amazon.com • $150
When your electrons are not cooperating on the battery front, you’ll go nowhere no matter how exotic and sexy your ride may be. Stanley’s surprisingly compact lithium-ion powered Jump-Starter is an intelligent little powerhouse that can provide enough oomph to safely jump-start your hoopty, and it even has an onboard light and USB port to charge portable devices. Robust construction makes it durable, and the state-of-the art battery recharges quickly after use, using 120V house current.

Roadgear Programmable Tire Gauge
Roadgear.com • $33
As amazing as modern technology is, tires are still tires and accurate tire pressure is critical to everything from handling and fuel economy to getting you safely down the road. While Roadgear’s programmable tire gauge is designed primarily for motorcycle use (you can enter your front and rear-tire pressures so you always have them on the gauge for reference), it’s so good at accessing hard-to-reach tire valves that you’ll use it on anything.

Aerostich DarienLight Jacket
Aerostich.com • $427
Nobody does versatile motorcycle wear better than Aerostich, and its American-made DarienLight may just be the ultimate jacket for anybody who spends long days in the saddle, whether commuting or touring. This lighter-weight version of the Darien jacket has a roomy cut that works on everything from sport bikes to dual-sports. It’s especially suited for hot weather and has billions of pockets, huge ventilation zippers, high-tech body armor, and Gore-Tex technology for all-weather performance.

Garmin Montana 650t
Garmin.com • $700
There are a lot of GPS units out there, but only one offers the ultimate in rugged versatility. This is a stout, weatherproof, sophisticated GPS unit that’s as at-home as a handheld hiker as it is mounted in your car, motorcycle, boat, or ATV (using a mounting kit). A barometric altimeter, five-megapixel camera, and the ability to run off of a lithium-ion battery pack or good old AA batteries are just a few of this tough titan of tech’s features.

Alpinestars CR-4 Gore-Tex XCR Boots
Alpinestars.com • $200
Did you know that in the realm of proper motorcycle footwear (meaning far more protection and support compared with street shoes) we now have a lot of stylistic choices? Alpinestars is famous for great riding and driving apparel, especially racing gear, and now this includes a great new pair of all-weather casual riding boots that are ideal for around town scooting. Composed of coated leather with suede and textile components, there are numerous protective features and a Gore-Tex lining for all-weather comfort.

Harley-Davidson’s CVO machines allow you to rumble your way to hog heaven.
By Bill Heald

You could certainly argue that all Harleys are special, because despite competition from some of the best manufacturers in the world, there’s still no motorcycle that has the look, sound, and feel of what the faithful call the genuine article. But if you want something truly unique that’s still 100 percent a product of the company’s factories, you need to look at Harley’s Custom Vehicle Operations (CVOs). These low-production, in-house custom machines are furnished with Harley’s latest, greatest performance, appearance, and tour-oriented accessories. Here are our two favorites from the quartet of 2012 CVOs.

CVO Softail Convertible
You might think all motorcycles are “convertibles” since they go topless all the time. But in the two-wheeled world, “convertible” means a bike you can reconfigure for either touring or cruising in mere minutes. The Softail Convertible is as at home trolling down your own personal mean streets as it is loaded down for a trip to the opposite coast. The CVO Edition boasts Harley’s huge Screamin’ Eagle Twin Cam 110B granite powdercoated engine, which possesses 105 foot-pounds of ground-pounding torque, and is bolted solidly in the frame yet internally counterbalanced for smoothness. Cruise control is standard, as is a big windshield and lockable leather saddlebags that (like the passenger pillion) are easily removed when you don’t need them. Standard Garmin 660 Navigation module, ABS brakes, and a boatload of chrome accessories tastefully applied by CVO specialists are supplemented by a choice of three stunning paint schemes (even hotter than Harley’s usual excellent finishes).

CVO Ultra Classic Electra Glide
Perhaps you’re not into the more minimalist aspects of Harley’s glorious V-twin architecture, and prefer your first-class iron to be armed with all the trimmings. The Ultra Classic Electra Glide is the company’s flagship two-wheeled long-haul traveler, and when given the CVO treatment it’s even more than the sum of its small warehouse full of well polished parts. The Screamin’ Eagle Twin Cam 110 is rubber-mounted into the frame, but not counterbalanced like the Softail’s mill, so it feels like a more traditional Harley tour bike (lots of V-twin character, but still smooth enough for long, punishment-free days on the road). In addition to the full-fairing, sumptuous seating, and a roomy, well-finished Tour-Pak trunk and saddlebags, there are BOOM! Audio High Performance components, including 40 watts per channel front and rear speakers to go with the Harman/Kardon Advanced sound system. Naturally, the seats are heated, and a power-locking system secures the luggage and ignition with the push of a key fob. But as great as this premium kit is (and I’ve barely scratched the surface on all the features of this bike), nothing can prepare you for the superb attention to every last detail that makes a Custom Vehicle Operation Harley such a rare, glorious ride. Production numbers are small, so get one before they’re gone.

Buell may have closed its doors in Milwaukee, but a new American sport bike is revving up to take on the world.
By Bill Heald

EVEN MORE SO THAN CARS,
street motorcycles tend to have a national identity that’s visible from far away. These days most major makes build bikes that could be mistaken for other popular machines, but for decades the Italians were best-known for superb-handling sport bikes; the Germans for stout, long-haul touring mounts; the British for stylish, street-worthy bikes with a touch of sporting character; and the Japanese for bulletproof, affordable all-rounders. Here in the States, the signature machine has been the long, low V-twin cruiser, and with the exception of Harley-Davidson’s now defunct Buell division, there hasn’t been a serious American presence in the sport-bike genre.

Motus is planning to change that situation in a big way. The Birmingham, Alabama, company is building its own sport-touring motorcycle, which is dedicated to the concept of what a real-world sport bike should be. This is not just a stylish mount that will get your blood pumping when you twist the throttle; its design philosophy is to satisfy the needs of the true sport riding enthusiast by delivering as much comfort and practicality as performance. This idea and the company around it were spawned in an environment that all serious mile-munching riders can appreciate: a post-ride discussion about what the ideal motorcycle would look like. What literally started with a list of objectives scribbled on the back of a napkin in 2007 (including pleas for a bike with better performance, more comfort, longer range, better wind protection, lighter weight, and a sensible seat height) has become an obsession for Motus President Lee Conn and Vice President and Design Director Brian Case. “We didn’t set out to make a sport tourer initially,” explains Conn. “It wasn’t until after the dust settled from brainstorming about our ultimate dream bike that we realized the concept had all the ingredients of what is generally known as a sport tourer.”

The result is the Motus MST, a motorcycle that was created from the ground up to address all the design concerns while incorporating the company’s passion for riding in an all-new American machine. The name Motus comes from a Latin term meaning “movement of the mind and soul,” and naturally to move both together (at a good clip on a curvy back road, with luggage and your favorite passenger), you need a 1,645-cc, 160-horsepower 90-degree V-4, with direct fuel injection. A sixspeed transmission, lightweight trellis frame, fully adjustable suspension, and a generous fuel capacity all point to an extremely well-thought out machine, and as of this writing, prototypes are out all over the United States undergoing exten sive road testing. Production is scheduled to start in late 2011, and once a network is established through existing motorcycle dealerships, these carefully chosen outlets will start selling the MST as a 2012 model.

This is not just a whole new kind of American motorcycle, as welcome as that would be. The Motus may just be the dream machine many of us have been waiting for.

Concept vehicles used to be wishful thinking. Now they’re closer to your driveway than ever.
By Bill Heald

Jaguar C-X75
Contemporary technology has done great things for automobiles, and I’m not just talking about how cuttingedge engineering makes our rides more stimulating. An additional benefit involves how fast designers’ dreams can go from the drawing board to reality, and incorporate more complex body forms, hybrid drivetrains, and the latest electronic devices. Jaguar’s C-X75 may have one of the hottest profiles in this group, but it’s so much more than just a great body. This beautiful supercar is a boldly ambitious project that blends an advanced power train with futuristic styling, ultimately producing an aggressive departure from even the most dramatic Jaguar concept efforts to date.

The 778-horsepower “propulsion system” uses electric motors at each wheel as a primary drive system, supplemented by midengine micro gas turbines that can charge the batteries and/or provide supplemental power. Not only is this a snarling carnivore in terms of acceleration and top speed, but this is also a green avenger that uses plug-in hybrid technology. Jaguar claims a range of more than 550 miles. That means if you charge the batteries at your provincial estate a few hours before you depart to bid on that van Gogh you want to hang above the fireplace, you can travel around 60 miles solely under emission-free electric power. Then the engines fire up to recharge the batteries and provide thrust as needed. A 205-mile-per-hour projected top speed puts the X75 in rare company, and while of all the vehicles here this may be furthest from mass production, Jaguar will sell you a limited-edition coupe based on the concept (sans the micro turbines—you’ll get a more conventional engine for now). It will have only two electric motors instead of four, but it should still get up to 60 miles per hour in about three seconds. Act fast, though, as the company will build only 250 units at somewhere around $1.2 million a pop. That van Gogh can wait, yes?

GMC Sierra All-Terrain HD
Whereas most concepts tend to start from a clean sheet of paper, GMC has taken its heavy-duty truck platform and used it as a starting point for the ultimate work/play/overthrow and pillage vehicle, and it’s as functional as it is eye candy for truck lovers. The most critical modification involves tweaking this massive vehicle so it can surmount just about any obstacle you might encounter both on- or off-road; this is achieved through increased ground clearance, better approach/departure angles, customized control arms, and fully adjustable Fox shocks (from a company famous for its off-road racing expertise). Electronic disconnection of the front stabilizer bar, which enables greater suspension travel on rocky terrain, is accomplished at the touch of a button. There’s full composite underbody protection, and cool (yet very practical) features abound, such as lockable, lighted storage compartments and motorized assist steps for the cab and cargo bed to make access easier (they tuck away for off-road driving). Power comes from a 397-horsepower Duramax V-8 diesel. Since that’s been coupled with the Allison transmission, this truck can haul 2,700 pounds and tow 13,000 pounds. Obviously this isn’t just a design exercise; it’s a seriously capable mountain-mover. “It’s the ultimate professional-grade tool for construction crews, ranchers, and adventurers whose activities aren’t limited by where the pavement ends,” explains Lisa Hutchinson, GMC product marketing director. “Although it is strictly a concept, it is a pretty realistic one.”

SAAB Phoenix
This dream Saab, which resembles a stainless-steel cruise missile (with butterfly doors), is a stunning machine that lures you in with artfully sculpted lines and phenomenal detail work. The company itself has been plagued with changes in ownership, financing, and other trivialities, but when it comes to aviation-based design mastery (Saab started out by building fighter planes, after all), these Swedes are hitting on all cylinders. I should say they’re turning on all motors, too, for like so many of our concepts here, this is a highperformance gas/electric hybrid. The front wheels are driven by a state-of-the-art turbocharged engine, while the rear wheels get an electric motor for multimode all-wheel drive operation. The body around this drivetrain is a perfect example of what can happen when you give designers a free hand. Saab likes to describe the form as “tightly wrapped by a liquid-like skin, with the teardrop cabin resembling a dark ice block appearing to erupt from the center of the muscular bodywork.” At the New York International Auto Show, there was a giant ice sculpture next to the PhoeniX to support this contention, but I think most visitors were too focused on the car to notice. Conventional door handles or crude mirrors on stalks don’t compromise the airflow over this exquisite body, because electronic latches and tiny cameras handle these chores instead. Saab calls the minimalist interior styling (featuring innovative LED light tubes) an “aeromotional” design strategy, incorporating “fire and ice” effects. Onboard tech includes Google Android–sourced web access for maps, music streaming, and ultimately downloading specialized applications.

Infiniti G Convertible
One of the most successful types of concept cars (meaning a design that not only gets attention but ultimately ends up as a lightly modified production version) is a convertible variant of an existing model. Infiniti’s division-within-adivision, called IPL (for Infiniti Performance Line), is a place where both styling and high performance get priority over pure practicality, so production numbers are kept quite low. The G convertible concept takes the basic underpinnings of the IPL G coupe and adds a threepiece retractable hardtop for the kind of open-air pleasure only topless motoring can deliver. An IPL-tuned V-6 resides under the hood, and assuming it follows the coupe’s lead, there’s a robust 348 horsepower complemented by a specially tuned sport suspension with more responsive steering response than is found in most luxury autos. The body is carved to cut through the wind with effortless efficiency, and in return the aerodynamic body structure has a balanced flow to it that is a beauty to behold, especially in the concept’s lustrous Malbec Black finish. One common problem a lot of cars have when a convertible version is created from a coupe is a loss of the car’s styling aesthetic, as if the idea of having a removable top was purely an afterthought. The IPL G is one of those beauties in life that looks much better topless, as if this state is exactly what nature intended all along. Will a car that’s pretty much identical to this gorgeous concept see production soon? We wouldn’t bet against it.

Cadillac Urban Luxury
Back when Cadillac originally released the CTS sedan, the world was shocked and delighted with the bold, angular styling, a dramatic departure from anything Cadillac had ever done before. It was risky but it paid off handsomely, so now when we see a sharp, chiseled box like the Urban Luxury Concept it’s not hard to imagine that GM has the stones to bring something like this to market. True, it looks like it rolled off the set of a sci-fi movie, yet there’s plenty of family resemblance to identify the American luxury brand, and practical engineering in the tall, cubical profile (and even the bizarre scissor-style doors). This is a clever answer for those craving a roomy luxury vehicle in a crowded urban environment, as it seats four comfortably, yet, as Cadillac puts it, is “comparable in size to popular city cars found in Paris, Shanghai, and London.” Those trick scissor doors swing forward and up for access to both rows of seats and can be opened in really tight quarters. The hybrid drivetrain is likewise designed to facilitate congested metropolitan lifestyles with a one liter Inline Triple engine teamed with electric-assist technology. City-mileage figures are estimated to be well over 50 miles per hour, yet this is no econobox in terms of interior accommodations. Touchpad screens and projected readouts take the place of most traditional gauges, and the interior is trimmed with exotic materials, while the latest-generation interactive hardware interfaces with top-shelf audio, navigation, and comfort accessories.

Scion FR-S
Toyota’s Scion division has been aimed at young, entry-level drivers, yet it has sold a lot of vehicles to everybody from urban customizers to fun-loving retirees. So when it announced a new concept at the Javits Center in Manhattan, I think most journalists were expecting a creative, stylish, youth-centered ride that was ultimately just an economy car. What Scion delivered was a wickedhot coupe that is all about driving desire; in fact, it’s a purist’s sports car that’s engineered to be user-friendly and affordable. The FR-S (for Front-Engine, Rear-Wheel-Drive Sport) looks almost like a baby Ferrari 308, yet the real goodies are housed in the chassis beneath. There’s a small but potent flat-four boxer engine, and a design that has a really low profile and therefore a low center of gravity for optimal handling. Since Toyota owns a chunk of Subaru (and this is its signature engine architecture that powers the likes of the WRX performance sedan), it’s certainly possible there’s some Outback in the heart of this Scion. A fully independent suspension, rear-wheel drive, and lightweight construction all point to serious corner-carving capabilities.

This is an all-new design, but there’s heritage at work here, and it comes from the desire to build a weekend racer’s dream. “The FR-S Concept is most closely inspired by the AE86 Corolla,” explains Scion Vice President Jack Hollis. He’s referring to the classic “hachi-roku,” as it was known in Japan, a budget road-racing icon from 25 years ago. “The AE86 didn’t rely on brute horsepower,” he continues, “but instead a remarkable combination of a lightweight design, manageable power, and great balance. It made its way into almost every genre of racing, from grip to drift, and from the circuit to mountain roads.” This is one of those concept cars that is so brilliant it has to make it into showrooms. We hope. Please?

Bike Week in Daytona Beach welcomed four all-new motorcycles, and saw Ducati race to its first Daytona 200 victory.
By Bill Heald

HARLEY-DAVIDSON BLACKLINE
Earlier this year, Harley invited us to Don Hill’s club in Manhattan’s stylish Soho district for the unveiling of the latest addition to their Dark Custom movement. It turns out the long, low cruiser in question is a very important bike for Harley, because the FXS Blackline blends the minimalist design roots that the Dark Custom design ethos is all about with contemporary technology to create the perfect twenty-first-century hog. “The prettiest motorcycles in the world,” commented the Motor Company’s senior vice president and chief styling officer Willie G. Davidson, “are racing motorcycles, in my eye, because they’re just wheels and an engine. This is a less-is-more motorcycle, and I think it’s the perfect time for it, as we’re getting simple in these really crazy times.” After riding one in Daytona, it was clear Davidson wasn’t just selling us on a concept. There’s nothing on this bike but the basics, or so you think when you walk around and admire its elegant, classy simplicity. But this Softail is armed with Harley’s Twin Cam 96B V-twin, which is not only wonderfully muscular (especially when you crack open the throttle at low revs), but counterbalanced in such a way that you get the feel of a Big Twin without excessive vibrations. A feet-forward riding position makes Harley’s Blackline the perfect laid-back city ride, yet it works well on the highway, too, and the big motor’s relaxed cadence makes all-day cruising a breeze. Further modern technology you might not expect includes optional ABS brakes and a digital trip display (located in the simple speedometer on the handlebars), with multiple modes you can cycle through, thanks to a switch near the left grip. The combination of old and new is very impressive on this bike, and will no doubt appeal to a broad variety of riders.

TRIUMPH TIGER 800
They used to be called dual sports, meaning they could handle most on- and off-road riding chores with a high degree of competence, whether you’re into tooling down some obscure logging road in the bush or navigating your way to work in a crowded urban environment. Now we have adventure bikes, which are basically the same thing tweaked for longer trips, more accessories, and, ultimately, adventure. How do you build such a motorcycle? If you’re Triumph, you start with a stout, smooth 799-cc inline triple and build a chassis around it that’s tough enough for unpaved roads, yet has terrific street manners (and is a blast to flick around in congested Daytona traffic). Our Tiger 800 was accessorized with Triumph’s tank and tail packs that take seconds to put on and remove, and easily hold your rain gear (a good thing when you get caught in a thunderstorm riding back from dinner). The riding position is upright and comfortable for all-day exploring, and unlike dual-sport motorcycles of the past, this bike doesn’t have a seat height so lofty that it’ll give you a nosebleed (in the pursuit of ground clearance when you’re in the bush). Instead, there’s plenty of clearance to help keep you and the bike off rocks and other obstacles, yet a lower saddle height than most bikes in this genre makes straddling the bike at stoplights easier. That said, you can raise the seat about one inch if you desire to view the landscape from a higher perch (or have a long inseam and want more legroom). Overall, the feeling is more like you’re sitting in the bike than on top of it, like other adventure rides, and there’s never a feeling of top-heaviness, even when you’ve got it cranked over in turns. A generous number of accessories can tailor your Tiger to whatever type of riding you want to do (and how far you want to go). And with a base price just under $10K, Triumph serves notice that you don’t have to score a pile of grant money to start your own expedition.

HONDA CBR 250R
If there’s a sleeper among this notable group of new rides, it is the least expensive, least intimidating, and least polished machine here. This motorcycle has “entry level” written all over it, for it has a small, user friendly 249-cc single in the engine room and a wispy 357-pound curb weight. Experienced riders would see such specifications and want to just skip to the next bike, but that would be a big mistake. This is a jewel of a machine, and while it’s not going to rip your arms out of your sockets when you open up the throttle, it has attributes that both beginning and experienced riders can appreciate. These include a brilliant chassis, crisp throttle response, and impressive attention to detail (which includes some styling cues from others in the CBR family, as well as the new VFR 1200). The modest size of the engine means the single piston is turning around 7,000 rpms at 65 mph, yet vibration isn’t a problem, thanks to a counterbalancing shaft and engine tuning that helps smooth out power delivery. The six-speed transmission uses available power to the fullest, and helps the bike deliver insanely good fuel economy. As light as this CBR is (Kawasaki’s Vaquero, right, weighs more than twice as much), it’s stable at highway speeds and feels quite substantial even in windy situations. The icing on the cake is the handling, though, for not only is this baby CBR nimble in traffic, it can be thrown into corners at silly speeds without bothering with braking. The combination of lightweight, sporty riding position and stable steering geometry keeps you comfortable and in control even at extreme lean angles. A blast down a twisty back road will drive home what Honda has accomplished here, and when you do need to use the brakes, you’ll find that they’re excellent (and ABS is available).

KAWASAKI VULCAN VAQUERO
The name Vulcan is normally associated with the epic Star Trek sci-fi franchise, and refers to the stoic, pointy-eared citizens of the planet Vulcan, who mate only every seven years or so. Bummer. But in motorcycle circles, Vulcan refers to Kawasaki’s big cruisers, and the Vaquero is a tightly integrated cruising tourer designed to take the laid-back long-haul experience to a whole new level. It starts with a veritable locomotive of an engine, which delivers great acceleration across the board, especially in the 50 to 70 mph range (perfect for passing slower traffic). A riding position more upright than most cruisers spares your back on long journeys, much as the standard cruise control spares your right wrist from fatigue. This big motorcycle handles its weight well, and is surprisingly nimble at low speeds while rock-stable when you crank it up on the open road. The elegantly sculpted rear saddlebags provide a substantial amount of luggage capacity, so your partner can bring her favorite nightwear, and the rear shocks are air-adjustable in case she packs her martial-arts gear as well. In the event you find yourself on a boring stretch of highway, the dual-speaker audio system includes AM/FM/weather band and XM satellite capabilities, and there’s even a handy foam-lined pocket in the left fairing so you can plug in your iPod or other electronic device for accessing your personal road music.

It may seem hard to believe, given the success Ducati has had at almost every track in the world, but the Italian marque has never before made it to the top of the podium in the Daytona 200. It’s been close, yet something (some have thought witchcraft) has always prevented the company from winning at the famous Florida venue. But rider Jason DiSalvo and his Latus Motors Ducati 848EVO finally managed to do the deed on the high banks, on a track that was resurfaced for the first time in decades last fall and therefore generated some seriously quick lap times. Unlike the past couple of years, the big race was moved from under the lights on Friday night to a Saturday afternoon that turned out to be a picture perfect day for racing. This historic win was not without drama, though, as a problem with front tires after a little more than 20 laps caused AMA officials to red-flag the race to force the entire field to change to a different compound tire. This was done in the interest of safety, as a couple of riders had gone down due to suspect fronts that were wearing prematurely. DiSalvo’s Ducati was having engine problems, so his crew took a big gamble and frantically grabbed the engine from his backup bike and installed it in his chassis just in time to make the restart (perfectly legal, as long as the original frame that started the race is used). The rest of the contest was shortened to a 15-lap sprint to the finish, and a dramatic fight at the front eventually resulted in a perfect last-lap drafting pass by DiSalvo to snag the win, with Cory West on his Suzuki GSX-R 600 trailing by a scant .029 seconds, and the Yamaha YZF-R6 of Jake Zemke in third place. It was a very unusual Daytona 200, but in the end it delivered a long-overdue victory that brought joy to the Ducati faithful around the world.