2012 Yamaha YZF-R1 Review

“Take that turn over there as hard as you can. When you get the bike fully on its side, whack the throttle to the stop.”
In my mind I still have the fearless aspiration on a motorcycle that I did when I first started riding, but maybe as I get older my self-preservation instincts have started to form a bigger influence on me. Clearly, executing the above scenario would be a recipe for disaster. In fact, I’ve done it once before.
With the bike firmly on my knee, maximum lean angle achieved and a greedy throttle hand, I twisted my wrist as far as it would go, hoping to get a vicious drive out of the corner to pass the guy in front of me. Instead, my boneheaded move landed me right on my head. I haven’t repeated that move since, but the 2012 Yamaha YZF-R1, now with traction control, gave me a feeling that maybe it was time to give it another whirl. And I did. So much for those self-preservation instincts.
This time around, however, the result was different. Instead of violently spinning the rear tire and going sideways rather than forwards, in a fraction of a second the R1 performed its numerous calculations, determined I was trying to drive out of a turn, and instead of throwing me over the highside, delivered just enough power to the ground to keep me going forward with minimal wheel spin. A believer I became.

The new 2012 Yamaha YZF-R1, now with traction control.

Such is the beauty of traction control. Combine that with the R1’s crossplane crankshaft that delivers a seemingly direct connection between the rear tire and the rider, and you’ve got a motorcycle that inspires confidence in spades.
More of the Same
Besides the new traction control system, however, the new R1 is largely the same machine we’ve had since 2009. It’s still powered by the same 998cc inline-Four cylinder engine, using crossplane crankshaft technology derived from MotoGP. Power output remains the same which, according to our 2009 Literbike Shootout, means 146.1 horsepower to the rear wheel at 11,800 rpm. That number was the lowest of the quartet back then, and with new models today knocking on the door of 200 (crankshaft) horsepower, it’s interesting to think Yamaha may have missed the boat in adding more power for this 2012 redesign. Though surely nobody will argue that roughly 150 horsepower reaching the rear wheel is still some serious gusto for forward propulsion.

It’s hard to tell, but the throttle is wide open in this shot. If you look closely you can see a faint trail of rubber being left behind.

Both Yamaha’s Chip Controlled Throttle (YCC-T) and Intake (YCC-I) are carryovers to the 2012 model, with the former gaining even more significance with the addition of traction control. If you’re not familiar, YCC-T is corporate speak for electronic or “fly-by-wire” throttle technology, while YCC-I is in reference to the variable intake stacks that extend past a certain rpm to provide maximum torque down low and horsepower up high in the rev range.
More carryovers include the three-position D-Mode, or “Drive Mode,” which, at the flick of a button, alters throttle, fuel and ignition mapping for various road conditions. A, B and Standard mode remain the same, with Standard mode providing the optimum overall performance. “A” mode puts more emphasis on acceleration in low-mid rpm, while “B” mode meanwhile does the opposite – providing a 30% slower throttle response at all openings – for those times when the road ahead is slippery and traction is compromised.

The gauge cluster looks largely the same, except for the addition of a “TCS” light at the top right. The bar graph at the top right of the LCD panel indicates which level of traction control is currently set.

Minor Changes
While the addition of traction control is clearly the most significant addition to the new R1, Yamaha has also decided to clean it up around the edges. Subtle tweaks to the headlight cowling include larger LED position lamps at the outer edges, with reflectors added to the lower portion of the cowling – similar to Audi cars – to bolster the attitude from the front end compared to last year’s model.

Changes to the headlight cowl come in the form of larger LED position lamps at the outer edges and reflectors on the lower portion of the fairing. Minor changes, but they give the R1 a more aggressive look.

All is status quo on the chassis front, save for a new rear spring on the fully-adjustable shock that is slightly stiffer at the beginning of the stroke and softer at the end. Yamaha believes this will improve rear traction while also providing a smoother ride through better bump absorption. Other than that, the chassis remains the same. Steering geometry is untouched, with a 24-degree rake and four inches of trail. Front suspension is still the same with a fully-adjustable 43mm inverted fork, with one stanchion controlling rebound damping and the other compression.
Footpegs also remain the same from last year, with its two-way adjustability allowing them to move up and backward from their standard position 15mm and 3mm, respectively. The pegs themselves are knurled all the way to the tip for better boot grip, something the older model didn’t have. Other minor tweaks include new muffler heat shields and end cap design, which give the rear of the R1 a narrower image. Finally, a new top triple clamp design is inspired by the YZR-M1 MotoGP machine. All told, it would be difficult to notice the difference between the 2012 R1 and its predecessors at first glance; it really takes an in-depth look to be able to tell the two apart.

Paying Tribute

Yamaha is very aware and proud of its racing heritage, which started in 1961. To commemorate its 50th year in racing, the factory MotoGP team ran special red/white liveries, similar to the colors used on its original GP effort, at four races this year. If you attended or paid attention to the broadcasts of the MotoGP race at Laguna Seca this year, you might have noticed Kenny Roberts and Eddie Lawson doing parade laps on R1s with these same liveries. In case you thought those were special, one-off editions, think again. Yamaha is going to produce this bike for the masses. Well, sort of. Only 2000 will be made for worldwide production, delineated by a number plate on the fuel tank. Besides the special color scheme and number plate, the 50th Anniversary Edition will feature gold tuning fork emblems and an accessory sticker kit to mimic the GP machine. Mechanically, however, it remains the same. This treatment will be given to the YZF-R6 as well. In honor of Yamaha’s 50th year in Grand Prix racing the company has created a limited-edition (2000 units) commemorative red/white livery for the R1. The YZF-R6 will also get the commemorative treatment.

Traction Control
We really should have seen this coming, the new R1 with traction control. Since its redesign in 2009 with the crossplane crankshaft, all the signs were pointing to it. With Yamaha’s Chip Controlled Throttle (YCCT) and three drive modes, all that was left to add was a system to limit unwanted spin from the rear tire. Well, the wait is over. The traction control has six levels of increasing intervention, plus a setting to turn the system completely off. Combine that with the three drive modes, and that makes for a total of 21 different settings to achieve your best lap time.

Adjusting the traction control is a matter of toggling up or down on the “TCS” switch on the left handlebar.

The D-Mode drive mode system returns on the 2012 R1 with the same three settings: A, B and Standard. Standard provides the optimum throttle application in most situations, as A mode feels too abrupt and B is rather lackluster.

Yamaha engineers aimed to make this system as seamless as possible, without any unnatural or harsh intervention. By taking advantage of the YCC-T electronic throttle, the system uses wheel and engine speed sensors combined with throttle and gear position sensors, to constantly make calculations to control wheel spin depending on what setting the rider chooses. These four sensors send inputs to the ECU, which then calculates the amount of slip, determines whether this exceeds the preset value, and if so, reacts in four different ways. The system either uses the YCC-T to electronically close throttle valves, cut the fuel injection or retard the ignition timing, in no particular order. The fourth step is the illumination of the “TC” light in the gauge cluster which informs the rider the system is operating if they can’t tell already. These calculations are performed constantly and, according to Mike Ulrich from the testing department at Yamaha, at a “slightly faster” rate than its competitors, though Ulrich was not at liberty to say exactly how fast “slightly faster” is.
It’s important to note that the system does not utilize bank angle sensors. Using the sensors mentioned above, it senses signal changes that indicate tire circumference changes as the bike leans. A slow rate of change indicates the bike is leaning from side to side and doesn’t warrant intervention, as it can only do so at a certain rate. Plus, it’s highly unlikely that a rider is moving from side to side while accelerating at full throttle. The ECU stores this data and references it against the preset slip values for each of the six different TC settings. A faster signal change likely indicates a loss of traction and the need for intervention. Yamaha has calibrated the ECU to recognize and adapt to most popular tire sizes and gearing configurations, though to avoid the legal department working overtime, obviously stays clear of stating that it will work for all tire sizes and/or gearing combos.
That said, an interesting side note about the R1’s electronics package is that, should any part of the system malfunction, the on-board diagnostics will immediately send a specific fault code directly to the gauge cluster. All a certified mechanic will have to do then is simply reference that code to a master list and address the problem. No removal of bodywork needed. It’s likely that tools won’t be needed either. Just a computer.
The goal of traction control is to limit slip which, theoretically, should improve lap times. However, despite how counterintuitive it sounds on paper, tires need a certain amount of slip in a racetrack setting, often to help them finish off a corner by steering with the throttle. Yamaha has taken this into account and feels as though its system in its lower intervention settings still allows plenty of slip if needed.
Hype or Revelation?

The new R1’s street manners haven’t changed much from the previous version. Heat emanating from the engine and undertail exhausts radiates directly to the rider, which is especially brutal on warm days.

Of course, talk is cheap and I wanted to see what the new bike is like to ride. To do that, Yamaha invited journalists to Palm Springs, California for a street ride on the new R1 followed by a day at Chuckwalla Valley Raceway to really put the bike through its paces. On the street the new R1 felt much like the old R1 – because it practically is. The sound coming from the crossplane crankshaft is musical, while the power delivery borders on telepathic. The relatively torquey motor compared to the previous generation (pre-2009) makes leaving stoplights a much easier task for those ill-trained in smooth clutch operation.
In the canyons, the new R1 was a relatively simple machine to pilot. Turn-in doesn’t require much effort, and it holds an arc with ease. An updated version of the Dunlop Qualifier II tire is now spooned onto the wheels, replacing the D210s, and is a specific compound for the R1. I found the tires to be surprisingly compliant over the bumps on the poorly maintained roads we were riding on.
Our street ride came on a particularly warm day in Palm Springs which would test how well the new muffler heat guards really work. One complaint that’s common with motorcycles equipped with undertail exhausts is that the heat radiates directly to the rider, the R1 being no exception. Unfortunately, this still proved true on the 2012 machine. At stops, the engine and exhaust heat combined to toast my legs to medium-rare status. Of course, the triple digit ambient temps on the day didn’t help matters any.
Considering conditions were just about perfect for a street ride, the chance to test the new traction control system would have to wait until the track portion of our test. Which is coming up now...

A warm day can cause tar slicks on roads like this to get slick. Combine that with worn tires and traction control could come in handy to prevent a crash.

Hype or Revelation, Racetrack Edition
To save the suspense, I’ll say it up front: Yamaha’s new traction control system on the 2012 R1 works exactly as advertised. I was pleasantly surprised by how seamless it intervenes. Normally when I test motorcycles with traction control, I start the day with the maximum intervention settings so I can feel just how early and abruptly the system kicks in. And normally, I’ll feel the system kick in at a time I personally feel isn’t necessary (say, almost completely upright). That feeling is one of harsh bucking and stuttering as the system limits the amount of fuel or spark to the engine. That harshness kills drive, which ultimately affects lap times. As the intervention settings come down and more slip is allowed, sometimes I can still feel the stuttering from the engine. Some manufacturers have calibrated their settings better than others, and admittedly, many of today’s literbikes that offer traction control have systems that are very linear and much less unsettling for the rider.
Yamaha’s system takes that to another level. Even with the TC settings set to max, forward propulsion is still strong with hardly a hint of stuttering. To put it (and myself) to the test, I relived that fateful day where I whacked the throttle open with the bike on its side. This time around, however, the R1 drove out of the corner as best it could, the indicator light on the dash glaring at me the entire time. That said, the maximum setting still holds the rider back, but this was a good baseline starting point to feel what the system would do under lower settings with less intervention. Levels five and six (the two most intervening modes) also act as a wheelie control.

Once the R1 is on its side, stability is superb.

Changing TC settings is simple, just flick the toggle switch on the left bar. The corresponding gauge on the dash tells you where you’re at. The throttle must be shut to change settings, and to turn the system off, the bike must be stopped and the toggle must be held down for two seconds. In the lower settings plenty of slip is available to leave long, dark black marks on the pavement. For the majority of fast riders out there, they’ll probably enjoy the lower settings the most. However, the best riders and racers will still be able to set their quickest times with the system completely off.
As for the rest of the bike, there’s not much new to report. After some initial suspension tuning, I found that mid-corner stability was outstanding, with the ability to change my line at will. Side-to-side transitions took some slight effort, as its 454-pound wet weight is among the highest in the literbike class. Surprisingly, the addition of traction control added zero weight to the new model compared to last year.

At 454 pounds, the R1 is still one of the heavier literbikes on the market. But that doesn’t take away from its fun factor.

The connection between the throttle hand and the rear tire is an aspect about the crossplane crankshaft R1 we’ve loved since its introduction, and that continues with the new model. I did notice a bit of vibration at low rpm when accelerating out of a turn, but for the most part the vibey nature from the crossplane crankshaft engine is quelled through counterbalancers and is a non-issue.
Brakes on the R1 are also unchanged, which means dual 310mm discs are clamped by radially mounted six-piston calipers that have great stopping power but lack outright feel at the lever. Despite using wheel-speed sensors for the traction control system, ABS is not a feature on the new bike.

A turn like this is perfect for using the throttle to steer the motorcycle, as it opens on exit. Lower TC settings still allow this to happen, while higher settings intervene more.

My complaints about the new R1 are nothing we haven’t mentioned before on these pages so there’s little point in rehashing them. Traction control is clearly the main talking point here, and deservedly so. It’s among, if not the, best traction control systems that currently comes standard on a production motorcycle. Next year’s literbike showdown will be an interesting one as traction control systems will be a new metric by which to judge the field.
Pricing for the 2012 YZF-R1 starts at $13,990, and climbs to $14,490 for the 50th Anniversary Edition. Expect to see them in showrooms in the coming months.

http://www.motorcycle.com/manufacturer/

2012 Honda CBR1000RR Review

If it weren’t for the reshaped, more angular front end, you probably wouldn’t have known that the Honda CBR1000RR you see here is new for 2012. The truth is, you’re half right. While a few of its competitors have forged ahead with new versions of their flagship literbikes, including traction-control systems and other assorted electronics, Honda has forged ahead with the tried and true CBR1000RR that’s remained relatively unchanged since 2008. So what’s different on the 2012 model? The most noticeable difference is its front end. Instead of the stub-nose front fairing, criticized for looking like someone who got punched in the face, the new model has a comparatively pointed front section which needs to be seen in person to fully appreciate. Honda also claims the new bodywork has been tweaked slightly in the form of a “layered fairing” to improve cooling.


The next visual clue this model is different are 12-spoke wheels that replace the three-spoke design of past models, which gives the CBR a much more striking appearance.
Honda says the new wheels are stiffer than before and thus improve rider feedback, but it wasn’t highlighting the fact these hoops suffer a combined weight gain of nearly 1 pound. However, our rep emphasizes the additional weight comes almost entirely from the hub sections, thereby minimizing its effect on rotational inertia. Indeed, after testing them back to back, I couldn’t notice a difference in its agility.
After that, the visual clues become harder to spot. Of note, however, is the upgraded suspension at both ends. The desirable Showa Big Piston Fork seen on supersports from both Suzuki and Kawasaki now grace the Honda. Out back is what Honda calls a “balance-free” rear shock, also from Showa.

The significance of this new shock is best explained by the pictures and graphs, but in essence, on the 2011 shock, during the transition from full extension to full compression there was a small dead zone as the shock reached its mid-way point. This momentary pause lasts a fraction of a second, but also compromises rear traction, however minute that difference might be.
The balance-free shock eliminates this dead zone, as the shock now damps in a smooth, linear curve across its entire stroke which improves rear grip and keeps the rear end more composed under aggressive riding.

The Glaring Question: Where Are The Electronics?
For those hoping the new CBR would come with fancy electronic rider aids derived from MotoGP like traction control or a seamless-shift transmission, it doesn’t. You’ll have to settle for a freshened-up gauge pack of the LCD variety, similar in scope to the RC51 from a decade ago. Only this one is slightly more advanced, featuring a programmable tachometer and shift lights. Its display is also clearer and easier to read than that on the RC51.


When asked why the new CBR doesn’t feature TC, Honda reps say the company’s philosophy isn’t to merely add a feature simply because it’s fashionable. Corporate speak or not, it’d be foolish to think Honda isn’t currently testing electronic rider aids, and it’s a safe bet that we’ll see a sophisticated electronics package, along with other major upgrades, when the CBR1000RR finally does receive it’s significant overhaul, perhaps in 2014.

Electronic improvements on the new CBR consist of revised fuel mapping to address one of the few complaints Honda received about the old version. Apart from that minor improvement, the engine remains the same torque-happy unit we’ve enjoyed since 2008, with no reports of horsepower increases or other advancements.
C-ABS returns as an option on the 2012 CBR, this time tuned to provide less front-end braking when the rear is applied. It’s important to note that only the rear brake is linked to the front, so clamping down with your right hand instead of your right foot won’t activate the rear binder. A 26-pound weight penalty is the price you pay for such technology, though lighter versions — as little as 5 pounds — are currently being tested by factory race teams worldwide.
A Step Forward
To judge for ourselves the significance of these improvements, Honda invited the moto press to Sonoma, California, to put the new CBR1000RR to the test around Infineon Raceway and also the surrounding streets. As an added bonus, and to confirm the press-kit hype, we were able to ride a few 2011 models back-to-back to really feel the differences in fueling and suspension responsiveness.

My first impression upon spinning some laps on the 2012 model was, “This doesn’t feel much different.” Engine power as well as stopping power from the dual 320mm discs and radial-mount Tokico four-pot calipers remain unchanged. The new CBR is quick to switch direction, and does so with minimal effort, but then again, so did the old one.
The solution, I figured, was to ride both of them harder. I blame my timid riding in the morning to the cool December day in northern California. Ambient temps were pretty chilly and some fog cover had made its presence felt in the morning. This made for cool track temps and limited visibility. The first issue proved to be inconsequential thanks to the superb Dunlop D211 NTEC rubber — the same tires used in AMA racing — Honda fitted for the track portion of our test. Standard tires are either the Dunlop Qualifier Q2 or Bridgestone’s new Hypersport S20. Adhesion levels were high, and the few slides I had from the front were completely predictable. There wasn’t much I could do about the vision issue but wait for the fog to clear.

Once it did, riding the old and new CBRs with more intent became a much easier task. The first thing I noticed was the new model’s composure under braking. With the BPF front end, charging corners hard on the brakes results in far less drama compared to the standard cartridge forks on the old model. As I’m not the smoothest braker anyway, it was nice to know my sloppy braking wouldn’t upset the chassis as much anymore.
As I never had much of a complaint about the old shock on the CBR1K, I’ll admit it was difficult for me to tell a difference with the balance-free unit. However, an area I did notice a tiny difference was under acceleration exiting slow-speed corners, as I had a better understanding of my rear grip exiting Infineon’s tight chicane. For me, the feature I like best about the new shock is its ease of adjustment compared to some traditional shocks. Both compression and rebound clickers are easily accessible from the external reservoir.
Fueling at slight throttle openings indeed is improved over last year’s model. Again, this is best noticed exiting slow-speed corners, especially after riding both bikes back to back. A slight hesitation when cracking the throttle on the old bike is now supplanted by power application in a smooth, linear fashion. 

A gear indicator has finally been added to the instrument cluster at the request of customers. While definitely a welcomed feature, its presence is tucked away in the left corner of the display and is difficult to see at a glance. Inspired by the gauge cluster of the RC213V MotoGP machine, the new LCD display is easier to read than previous versions — even in harsh sunlight — but I still personally prefer to view an analog tachometer through my peripheral vision.
That said, the new display is filled with new features including lap timer, with a fastest-lap recall mode, five-level programmable shift lights, fuel consumption, and four different tachometer displays. A rider can change the way the bar graph on the tach reads, counting from left to right or right to left, and it includes a bar indicator of the highest revs reached during a trip. The new dash is definitely trick but can also be a bit overwhelming at first.

Race Inspired, Street Friendly

We’ve long been fans of the CBR1K on the street as its abundance of mid-range grunt is far more useful during the everyday grind. Sure, peak horsepower is impressive on paper, but accessible power is king on the street. Now with the improved throttle response at slower speeds, the CBR has further cemented its gentle giant status for the street.
An overnight rain shower left the roads of our street ride wet, and this presented a good test of the CBR’s slow-speed fueling. After riding both the 2011 and 2012 models back-to-back, the difference is definitely noticeable. Like at the track, power delivery is more linear on the new machine — though this would be difficult to notice if I hadn’t ridden the old model immediately before.
Another subtlety between the 2012 and 2011 is the suspension. None of the settings for either model were changed from our track ride the day before, yet the BPF and balance-free shock provided a stiffer ride compared to the suspenders on the old CBR. It’s an interesting phenomenon a few other journos noticed as well. Thankfully, a smoother ride is available via a few turns of the adjusters.
Ergonomically, the 2012 CBR is unchanged from the previous version. Featuring one of the more upright ergo packages in the literbike market, the ride could arguably be deemed “comfortable.” There’s plenty of room in the saddle for my five-foot, eight-inch frame to move around, though I did notice the seat was unusually slick — something I’ve noticed on past CBRs as well, both 600 and 1000.

Riding at slower street speeds makes noticing the gear indicator easier. In fact, the entire dash layout is easy to read. Though, just as it was at the track, it’s difficult to determine the engine speed with just a cursory glance.
Honda had just six new models available for the 12 journos at the event, forcing the other six to alternately ride last year’s versions. Of those, two were ABS models (which come only in red). In my limited time on the ABS model, I noticed I could confidently use more rear brake, free of concern for it locking. This could be felt by a greater amount of squat when slowing. Despite the fact the C-ABS adds 20-some pounds, it doesn’t notably slow its handling and provides a nice safety net when braking on slick roads.

The Everyman’s Superbike

When designing the 2012 CBR1KRR, Hirofumi Fukunaga, the Large Project Leader for the CBR900/1000 line for many years, had a simple goal in mind: to create “a supersport bike for everybody.” It had to appeal to seasoned riders as well as those new to liter-class power. In fact, since the first CBR900RR was introduced in 1992, 445,280 CBR900/1000s have been produced with that very goal in mind.
This latest iteration without question hits the mark. While not ground breaking or Earth shattering as far as new model updates go, the combined package of revised fueling and upgraded suspension enhance what was already a great all-around literbike.
The 2012 CBR1000RR retails for $13,800 (add another grand for the C-ABS version) and is available in red, black or the HRC-inspired pearl white/blue/red, It’s scheduled to hit dealerships at the end of January 2012.



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2012 Harley-Davidson CVO Models Review

CVO bikes start as OE-model Harleys. A dedicated staff then works from the expansive array of goodies from Harley’s P&A (Parts and Accessories) division, as well a few touches exclusive to the CVO line, to craft these run-of-the-mill Harleys into tasteful works of rolling art.

The full lineup of 2012 CVO models from Harley.

Paint scheme pinstripes done by hand means no CVO bike is 100% identical to another, even if the same model. Furthermore, CVO paint schemes are available only within CVO – no getting a CVO paint job from the P&A catalog.
Underlining the exclusivity of CVO motorcycles are limited worldwide production numbers for each model.

Cruisin’ the countryside on a CVO is a dream for many Harley-Davidson fans.

While the approximate total CVO production for 2012 of 10,400 units seems like a lot, and is likely more units than Victory cranks out across its entire lineup, in light of the more than 222,000 bikes H-D sold worldwide last year, CVO total production is a drop in the Harley bucket.
Harley loves to tout the loyalty of the CVO owner.
Jeff Smith, a CVO team manager, said during Harley’s annual dealer meeting it’s common for dealers to sell a CVO bike over the phone to eager CVO regulars only minutes after the new models are revealed. These dyed-in-the-wool CVO lovers damn the dollar sign torpedoes when it comes to these turnkey customs from Harley.
Depending on the model, a CVO cruiser can easily crest $32,000. But CVO customers willingly accept what otherwise would make many riders spew a mouthful of American pilsner in disbelief the second a CVO’s price tag was revealed. However, the seasoned Harley CVO owner is perhaps wiser than their spendy ways indicate, for hidden in a CVO’s price is surprising value when it comes to a custom-style bike.

All 2012 CVO models get the Screamin’ Eagle Twin Cam 110 powertrain.

For example, a standard model 2012 Street Glide retails for $19,499, and now comes with the Twin Cam 103 engine. The 2012 CVO Street Glide, powered by a Screamin’ Eagle Twin Cam 110, retails for $32,699 – a $13,200 premium over the standard SG. Thirteen big ones is a chunk by just about any measure, but consider for a minute that a Screamin’ Eagle 110 engine upgrade from Harley retails for approximately $5200, and a color upgrade for the standard ’Glide from Harley’s HD1 Customization is another $5300.
So straightaway we have to spend $10,500 just to begin turning a vanilla SG into something of a CVO. But remember that the CVO paint is exclusive to CVO, and done primarily by hand, so obtaining equivalent custom paint would easily push past $5300.
Factor in the CVO Street Glide’s premium sound system with six very loud speakers, up-spec chrome wheels with style-matching brake rotors, custom-style seat with unique stitching, an entire package of stylish chrome accented components, ABS as standard, security system with alarm, and the CVO’s additional $13Gs starts looking a like deal if you’re hot for a top-shelf Harley.
Maybe those CVO devotees are on to something …
2012 CVO: Only A Few Changes, But Still Sweet Stuff
The 2012 CVO lineup remains at four models, a Street Glide, Road Glide Custom, Ultra Classic Electra Glide and Softail Convertible (which we’ll review more fully at a later date).
The Road Glide Custom is the only “new” model, so-to-speak, as last year a Road Glide was also in the CVO stable but as an Ultra fitted with a Deluxe Tour-Pak, a 16-inch windshield and amenities for the long-haul touring set. Don’t miss reading our full review on the 2011 CVO RG Ultra.
This year the RG Custom, while still a CVO, better represents a cruiser than a dedicated tourer. The trunk box is gone, the windscreen is short and dark tinted, there’s now a performance-oriented high-flow air cleaner, and a trio of subtler color schemes – with the black and white a particularly tough looking combo – lend a custom look without looking overly flashy.

The CVO Road Glide Custom is the only all-new model for 2012. It replaces the long-distance touring-oriented CVO Road Glide Ultra from 2011.

Standard issue for all CVOs is the Screamin’ Eagle Twin Cam 110 engine, while lowered suspension translates into low seat heights. Otherwise, each CVO model is tailored in such a way as to stand out even next to its high-stylin’ brethren.
2012 Harley-Davidson CVO Ultra Classic Electra Glide $37,249
If Harley has a flagship model, the CVO Ultra Classic Electra Glide is it.
With one of the most comfortable rider and passenger perches in the business, generous storage capacity, an impressive audio system to keep you company mile after mile, heated seats and grips, lustrous chrome and bold paint, this is the CVO sled you’ll want if you’re looking for a high-end Harley to get you from one side of the country to the other, and points in between.

The 2012 CVO Ultra Classic Electra Glide in Electric Orange & Black Diamond with Big City Lights Graphics.

The most notable addition to the CVO ’Lectra for 2012 is a Road Tech Zumo 660 GPS by Garmin. This is a motorcycle-friendly GPS with a touchscreen display that’ll accept commands from gloved hands – a key feature for motorcyclists.
Also helpful, the GPS’ audio commands (“Turn left in 500 feet.”) are piped through the Electra Glide’s thunderous BOOM! sound system speakers that for this year include four 5.25-inch speakers and the BOOM! Bass Booster Ports located in the Tour-Pak trunk bottom liner for enhanced bass sound. The Booster Ports utilize the trunk like a subwoofer’s box, thereby avoiding the monetary and spatial costs of an actual subwoofer.
The Zumo 660 has a 4GB storage capacity for MP3 files, and the player menu is navigable via the ’Glide’s switchgear-mounted audio controllers that also operate the premium Harmon/Kardon audio system that’s SiriusXM ready. But if the Zumo’s 4 gigs of music storage aren’t enough, the Glide comes standard with an 8GB iPod nano that’s also operable via the radio controllers.

The Electra Glide is one of two CVOs that have the Garmin Road Tech Zumo 660 GPS as standard equipment for 2012. It offers 4GB storage for you collection of MP3 files, with the MP3 player menu accessible via the switchgear-mounted audio controls.

New pretty bits this year include Chisel wheels (17-inch front, 16-inch rear) in Mirror Chrome with matching Chisel front rotors. The voluminous Tour-Pak trunk box has a chrome wraparound LED taillight, while Diamond-Cut Charcoal inserts tart up the air cleaner cover, CB pod insert and the Tour-Pak’s lid insert. Harley’s Rumble Collection gives the gleaming chrome treatment to foot controls, heated grips and windshield trim.
The three new color combos on offer this year are Wicked Sapphire & Stardust Silver with Big City lights Graphics, Crystal Citron & Diamond Dust with Big City Lights Graphics, and the Electric Orange & Black Diamond with Big City Lights Graphics (you’d better like the color orange to get this one!).
As big a mouthful as those color schemes are, Harley staff assured us that CVO owners have an incredible ability to recite perfectly their bike’s color name.
This fully loaded American-made luxo-tourer is notably maneuverable considering its claimed running order weight in excess of 900 pounds. However, confidence and finesse are required at walking pace speeds, like when picking your way around a parking lot looking for a space or performing a tight-radius U-turn. Riders who are tiny, faint-of-heart or inexperienced need not apply.

The Electra is surprisingly adept at carving an arc despite its considerable heft.

Seasoned riders ready for the CVO big time will appreciate the Ultra’s low-ish 29.8-inch seat height, but due to the width of the supremely comfy saddle, riders with an inseam of 30 inches or less may not get both boots placed flat at a stop.
The Screamin’ Eagle Twin Cam 110 Vee doles out plenty of go-power for the biggest of the CVOs, and torque seems forever on tap. In our 2009 Luxury Touring Shootout, this engine platform spun the dyno drum to the tune of 75 hp at 5100 rpm and 88 ft-lbs at 3800 rpm. Those figures won’t have sportbikers gushing with excitement, but the Ultra feels surprisingly peppy at low revs, and sufficient roll-on power is at the ready for overtaking Slugo The Cager on the interstate.
While the throttle-by-wire throttle and EFI system operates optimally, with so much brute force available at the crack of the throttle from the big cube engine, throttle response tends to feel abrupt at times at low rpm, particularly right off idle. The Ultra Classic’s weight somewhat masks this sensation, whereas it’s more noticeable on the lighter weight Street Glide or Road Glide. A Harley staffer hit the nail on the head when suggesting that of the three big-displacement Twin Cam engines (96, 103 and 110), the 103 perhaps offers the best blend of increased power from the 96 with smoother power application when compared to the grunty 110-incher.
On the other hand, no one at the launch of the 2012 CVOs was clamoring for a smaller engine in this best-of-the-best, the Ultra Classic Electra Glide. Get your order in now, as this CVO is limited to 3400 units and should, along with the other CVOs, hit dealers/availability as of this writing.

The 2012 CVO Electra Glide is available in three color schemes, including this Crystal Citron & Diamond Dust with Big City Lights Graphics version.

2012 Harley-Davidson CVO Street Glide $32,699
Kevin and I love the Street Glide best of all Harleys for its ideal blend of handling performance, comfort level, wind protection, styling and buttery smooth power from its rubber-mounted 96-cubic-inch Twin. And we know we’re right in our collective assessment since this is the model the Motor Company sells more than any other.
The desirableness of this bike is reflected in the dreamy CVO version of the SG, as Harley will make 3500 CVO Street Glides in 2012 – 100 more than the Ultra Classic Electra Glide – and for only $200 more than last year’s model.
Now that’s sayin’ somethin’.

The 2012 CVO Street Glide in Dark Slate and Black Diamond with Phantom Flame Graphics.

The 2012 SG doesn’t double up on chrome goodies or retina–searing paint, but it does receive an extra serving of music pumping power in the form of two new 5x7-inch saddlebag lid-integrated speakers that boost the CVO SG’s speaker count to a total of eight, two more than last year. Tucked in the left side saddlebag is a new 200-watt amp that in fact does double up things this year, taking total system wattage from 200 to 400 watts. This bike is a crazy-loud boom box on two wheels powered by a Screamin’ Eagle!
Sound clarity is excellent with no noticeable distortion at high volume from the two 5.25-inch speakers and bridged dual 2.0-inch tweeters in the dash, as well as the set of 6.5-inch speakers in the fairing lowers. Even at 80-plus-mph while wearing a full-face helmet and earplugs, sound quality from this bike is unmatched by any bike I’ve ridden that offers audio. The CVO SG also comes standard with an 8GB iPod nano that’s controllable from the switchgear audio controls.
The SG still rolls on Agitator wheels (19-inch front, 18-inch rear) and front rotors, but this year in Mirror Chrome flavor. The mirrors also get the chrome treatment this year, and the subtle but slick bar and shield console emblem is now red backlit when the bike powers up – its nonessential but very trick looking.

We’re big fans of the Street Glide platform, whether in standard or CVO trim. This year’s CVO SG is outfitted with eight speakers and a 400-watt sound system.

Tuckered out by walking from beer tent to beer tent at the rallies?
Then your tushy will appreciate a new two-piece low-profile saddle with custom style imprints and “big beast” leather inserts. The pillion pad is detachable, as is the matching backrest for the rider.
This ’Glide rarely provides serious points of complaints for us to consider, however, to reduce buffeting at freeway pace I would’ve liked a shorter screen than the 7.0-inch blade that’s standard on this bike.
Like so many women that suffer painful high heel shoes or agonizing wax treatments for fashion’s sake, so, too, does the SG sacrifice for its curb appeal. An element of styling common to all CVO models is the “slammed” look. This low riding profile is integral to a CVOs appearance but it comes at the cost of limited rear suspension travel – like a meager 2.0 inches of travel. Ill-effects from the cut down suspension are fairly transparent over well-maintained road surfaces, as ride quality is, at worst, average. However, your first encounter with a cluster of pothole patchwork or a cavernous expansion joint will serve as a jolting reminder of the suspension’s narrow range of motion when your hiney gets bucked off the saddle a couple inches or the impact from the bump is transmitted directly to your lower back.
Some saddlebag storage space is sacrificed in the name of powerful new speakers; otherwise, the Custom Vehicle Operations Street Glide is a deliciously decadent version of a Motorcycle.com staff favorite Harley-Davidson. Read our 2011 CVO Street Glide Review to see just how fond we are of this motorcycle.
Available colors include Ruby Red and Typhoon Maroon with Phantom Flame Graphics, Hot Citrus and Antique Gunstock with Phantom Flame Graphics and Dark Slate and Black Diamond with Phantom Flame Graphics.

The 2012 CVO Street Glide in the Hot Citrus color scheme.

2012 Harley-Davidson Road Glide Custom $30,699
In one trim level or another, the Road Glide is often found in the CVO lineup.
For 2011 it was the Road Glide Ultra, a distance-loving tourer with plenty of room for momma and all her stuff. This year the Road Glide Custom trades the long-haul touring image for a look that says this bike is a boulevard bombing badass bagger. The RG Custom is unusually understated for a CVO model; to the point that if it didn’t have that 110-cubic-inch SE at its heart you might not suspect it was part of this high-end line of Harleys.

Many in attendance at the press launch of the 2012 CVO models deemed the Road Glide Custom as the best looking bike of the four models. The white model seen here was a jaw-dropper when unveiled during the presentation.

When the CVO staff pulled the cover off the RG Custom with White Gold Pearl and Starfire Black with Real Smoke graphics, my eyes widened and I was fully alert – the metabolizing-sapping effect from the large slice of pie I’d eaten earlier had worn off in an instant. When I first saw this motorcycle I knew it was not only the best looking CVO of 2012, but perhaps one of the most attractive mass-produced cruisers I’d seen in a long time.
Chrome-plated parts on the RG Custom are in unusually small numbers compared to most CVOs. Instead, a healthy amount of black accents tie in the darker, sedate hues of the three available color schemes. The engine covers are gloss black, while the cylinders also get a full treatment of black finish.

In a rare styling move for CVO machines, the 2012 Road Glide Custom eschews chrome on most parts, and instead goes heavy on the black.

Mirrors, clutch and brake levers, as well as master cylinders and even muffler tips, are blacked out. Agitator wheels (19-inch front, 18-inch rear) in Contrast Chrome are only partially shiny, and the Screamin’ Eagle Heavy Breather air intake air cleaner cover has a Cutback Black finish. The 1.0-inch diameter internally wired one-piece handlebar is powder coated black – a smart color choice for the bar, as it allows your eyes to gaze effortlessly without interruption across the bike’s profile.
Within minutes of seeing this dark-themed CVO Road Glide I thought, “Is it possible? A Dark Custom CVO?”
My suspicion of this possibility was piqued when I noted the absence of Bar and Shield badges, and instead saw a simple chrome skull on the fuel tank sides and dead center on the top of the RG’s frame-mounted fairing.
While the 2012 CVO Road Glide Custom isn’t the result of collaboration between CVO and the Dark Custom staff, the DC influence is obvious (like the skull, for one thing). And while no immediate plans are in place to create such a cross platform styled CVO, Smith said that both styling teams have talked and continue to swap notes.
The RG gets a full complement of the Harman/Kardon audio system with a total of six in-dash speakers and 100-watts-per-channel of music-pumping power. Like the rest of the 2012 CVO line, the Custom is equipped with an 8GB nano.

Did someone say dark? Even the RG Custom’s engine is dark, and the skull emblem is a clear indication that Harley’s other sub-line, the Dark Custom series, influenced this CVO model.

Once you’re settled into the two-piece saddle (the pillion is removable) with color-matched cover and stitching depending on the bike’s paint scheme, you’ll notice two things: the big frame-mounted fairing looks like a lot of fairing real estate out front, and wind protection is quite good thanks to the aerodynamic Windsplitter windshield that creates a less turbulent pocket of air compared to the Street Glide.
Some riders prefer the frame-mounted fairing since wind buffeting is transferred to the frame rather than handlebar, as well as a slightly lighter effort steering sensation because you’re not wielding the fairing’s weight on the handlebar.
All true, I suppose, but for my tastes the RG’s fairing style creates the perspective from the saddle that there’s a lot of weight out front and the illusion the front-end is significantly longer than it actually is. It’s visually heavy, I guess. I prefer the Street Glide’s bar-attached fairing for its smaller profile and because I feel I can better manage the bike’s handling at low speeds, even if more weight is carried on the handlebar.
Personal preference is what it boils down to, because the Road Glide handles well, just differently than the SG. It also has an additional inch of rear suspension travel.
Regardless of my choice of style of Glides, there’s no question in my mind – the 2012 Road Glide Custom is the looker of the bunch. In addition to the White color, Candy Cobalt and Twilight Blue with Real Smoke graphics and Maple Metallic and Vivid Black with Real Smoke graphics are available paint schemes. Harley expects to make 2000 of this 2012 CVO model.

It’s difficult to appreciate the richness of the Maple Metallic paint in this photo. Pete thought the whole bike was made from Root Beer Barrel candy. It took all his resolve not to lick the fairing.

2012 Harley-Davidson CVO Softail Convertible $29,699
This model year is the third year for the Softail Convertible in the CVO lineup. When it first surfaced in 2010 we discovered how crafty and practical Harley could get. In a matter of a few minutes this bike can transform from stripped-down stylin’ cruiser to destination-driven touring bike by way of its quick-release windshield, saddlebags and passenger pillion with backrest – a two-wheeled Jekyll ’n’ Hyde.
After listening to customer feedback Harley decided to increase the windshield’s height by approximately 1.0-inch and width by 2.0 inches, while also adding venting and adjustable lower wind deflectors. According to Harley’s computation fluid dynamics testing, the company realized this new, taller and wider screen eliminated a significant amount of wind pressure on the rider’s head as well as reducing turbulence in the cockpit.

The 2012 Convertible Softail in Abyss Blue with Catacomb Graphics. The Convertible is the only model other than the Electra Glide to get the Zumo 660 GPS.

Other than the Electra Glide, the Convertible is the only other CVO to receive the Road Tech Zumo 660. And like on the Electra, a rider can operate the Convertible’s included iPod nano menus through the Zumo. Turn-by-turn driving commands will play through the dual 3.5-inch 2-way speakers nestled at the base of the windshield.
In CVO trim, this is the only Softail with cruise control and throttle-by-wire. ABS is standard to all CVOs, and great care was taken to create separate ABS modulators for the front and rear wheels on the Convertible to preserve its clean custom-bike styling, with the front unit tucked neatly out of sight behind the upper fork cover.
Three color options are available this year: Crimson Red Sunglow with Scarlet Crystal Graphics, Abyss Blue with Catacomb Graphics, and the Satin Pewter with Catacomb Graphics bike’s leather saddle and saddlebags come in an upscale distressed brown leather. Give that brown leather a few years’ worth of wear and it should develop a nice character-endowing patina.

The Convertible’s ability to switch from a lightweight tourer to boulevard profiler in a matter of minutes represents forward thinking from CVO. This Softail’s ultra-low seat height is part of what makes it the most popular CVO among women. However, limited lean angle is an unfortunate byproduct of lowered suspension.

The Convertible is the best selling CVO with women, no doubt a result of the Convertible’s low 26.1-inch seat height, the second lowest of all Harley motorcycles. The ladies will have further reason to celebrate with this year’s Convertible since all its updates and the addition of the Zumo 660 raised its MSRP by a mere $100 from 2011. But get on this one quick, girls (or guys) – only 1500 are slated for production.

http://www.motorcycle.com/manufacturer/harley-davidson/

2012 Harley-Davidson Dyna Switchback Review

he 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.

http://www.motorcycle.com/manufacturer/harley-davidson/