From Terry
Biennial smog checks would be required for motorcycles manufactured in the 2000 model year and later under a bill making its way through the California Legislature.
Read more:
http://www.latimes.com/news/local/la-me-smog-motorcycles5-2009may05,0, 6008850.story
From Chris
I gotta say .. I’m torn on this topic.
On one hand, I welcome getting the loud bikes off the streets. Here in Harley-Land there is no doubt that nearly every loud exhaust “upgrade” is done to stroke the ego of the rider at the expense of us trying to enjoy a quiet afternoon in the yard, or a nice hike, or a stroll down main street. In my opinion, noise pollution ranks up there with particulate pollution.
(DIsclaimer: I had a VFR [sold to brother] with a Micron pipe … oooooohhhhh that sounded good…! Still had a cat, though)
On the other hand, many of us richen the fuel mixture. The bikes come stock very lean for EPA purposes. We richen the mixture to smooth out throttle response and improve driveability. I’m sure this affects emissions, as the O2 sensors are often disconnected to prevent the ECU from going into closed-loop.
I guess the devil is in the details of enforcement. My FJR would pass a visual inspection, but not a sniff test (I have a non-street Power Commander on it). The VFR would fail a visual, but pass a sniff test.
As I see it, the laws are already in place to handle the bulk of the offenders. There is a legal noise limit (92 db?) for street bikes, and most aftermarket exhausts violate that. If the noise laws were enforced, the emissions problem would go away.
From Rhino
There was no doubt this would happen. We’ve been exempt for far too long in my opinion. Cars have had to meet these standards for 20 years. We’ve been lucky, but that’s about to change in this present green consciousness era. And once enacted, it won’t go away!
The reason it’s finally coming for motorcycles, is that testing has finally become economically feasible. In the past, the equipment to do the testing on motorcycles (not the same as for cars) was too expensive compared to the number of units (motorcycles) which would be tested. We are only 1% of the vehicles on the road.
What surprises me about this legislation is the fact that the law is retroactive back to the 2000 model year. In my opinion, the line gets drawn in the sand now, since the law comes into effect now. Punishing previous activity is pretty lame and I imagine it will be quite difficult for people who’ve modified that 5 year old bikes to be able to purchase the original equipment necessary to meet the new standards, without great expense!
While I’ve been a major violator in the past, now that I’m older I realize the value in towing the emissions line. Don’t get me wrong, I haven’t gone green and I don’t believe Global Warming is only the result of man’s activity (ever hear of volcanoes, forest fires and cyclic temperature trends). But trying to reduce our waste and by-products signature can only help the environment.
Lately, I’ve been leaving most of my bikes basically stock, especially the air/fuel/exhaust system, because power gains as a result of modification are a lot more difficult these days compared to 20 years ago. Systems are so well tuned and “closed” by the manufacturers, that modifications now are as likely to reduce performance as to improve it. The only real justification these days is appearance, weight savings and sound. All of which are vanity, not really a legitimate argument. Even drivability is rarely improved by modification on the latest bikes.
And let’s take a realistic look at power. I owned the baddest motorcycle on the planet in 1981, a Suzuki GS1100EX, which put out 86 HP and weighed about 550 lbs and did low - 11 second quarter miles. My 2003 SV650 makes 10 HP less and weighs 100 lbs less (giving it a comparable power to weight ratio) without any modifications using 1/2 the displacement and getting 10 MPG more. We’ve made a lot of progress in the last 30 years.
I guess I’m getting old, but I don’t feel the need to have a bike with a better power to weight ratio than anything I currently own. In fact, the amount of time I spend with the throttle to the stop on my 11 year old Yamaha R1 is less than 1% and it’s still a better bike than I am a rider. Half of the bikes I’ve purchased in the last 10 years have been less than 1000cc.
Get used limits on modifying anything that MAY effect our environment, it ain’t goin’ away anytime soon.
From Chris
I pretty much agree with you except the following statement:
Even drivability is rarely improved by modification on the latest bikes.
I disagree because nearly every bike I have owned somehow benefited from changing the fuel mixture. Some bikes ran smoother, some started better and got off the choke sooner, the Magna went from ‘blah” to “holy crap!”, the VFR lost a ‘flat spot’ at 5000 rpm, and the FJR didn’t lurch when applying a little throttle on entering a corner. The 1984 Honda VF500C and 1982 Kawasaki KZ1100 where the only two which I felt the fuel metering “right”.
To be honest, what surprises me the most is that motorcycles are still legal, considering the image we have of either being drunk pirates on loud cruisers or power ranger Rossi wannbe’s dodging cars and riding mile-long wheelies.
From Rhino
I understand why you would take exception, but most of the bikes you say you’ve improved the rideability on are NOT the “latest” models. I was meaning bikes created within the last 5 years, especially the fuel injected ones. I have virtually perfect driveability from the factory on the following bikes:
2008 Aprilia Shiver 750 (fuel injected)
2006 Yamaha R1 (fuel injected)
2006 Moto Guzzi Breva 1100 (fuel injected)
2005 Suzuki GSXR 750 (fuel injected) - particularly standout fueling, any RPM, any gear.
2005 Suzuki Bandit 1200 (carbureted)
The only bikes I had driveability issues with were carbureted and more than 5 years old or the first fuel injected bikes (late ’90s, early ‘00). I’m sure there are many exceptions, but I think they are decreasing over time. I think fuel injection in combination with the latest exhaust technology is filling in the “driveability” holes that early fuel injection and most carburetors displayed. In other words, they are finally figuring out how to fuel inject bikes correctly.
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Skid Lid
]]>Here’s a link to the article:
http://blog.wired.com/cars/2008/06/motorcycles-pol.html
This started an email thread between myself and some fellow enthusiasts ………….
It’s just not true. The person has obviously done no research and has quoted someone else who has done no research. Typical sensationalist journalism.
If you compare a car and bike from this past model year, the bike (even with a catalytic converter - very common on newer motorcycles) put out about double the “pollution” per gallon. But it also gets at least twice the gas mileage, which makes it a wash, especially since most people drive their cars alone. We (motorcycles) definitely aren’t as “green” as we’d like to believe, but we definitely don’t compete with an SUV.
Another problem with the story is saying one form of pollution is worse than another. Which is the worst: unburned hydrocarbons, sulfer-dioxides, nitrogen-oxides, CO2?…………. no one knows, and the answer is probably all of the above!
Now if we are talking about older bikes and especially two-strokes, than the argument might be valid. But then again there are a lot of older, oil-burning cars on the road also. Two-strokes are no longer sold in California except as race vehicles, you can’t even get a green-sticker for one which is for off-road use only.
More and more states are instituting motorcycle emissions testing and eventually we will all have to meet stringent standards. But for now we kinda have a free pass. That’s why we can still easily throw on an aftermarket pipe and get away with it. But those days are numbered.
CARB (California Air Resources Board) is not easier on motorcycles than cars. It’s just that they didn’t start regulating bikes until later (because the numbers on the road didn’t put us on the radar as a pollution problem). But ever since standards were enacted about 15 years ago, they continued to become more and more strict. In California, your bike must have an evaporation canister to prevent fuel vapor from leaking from your fuel tank to the atmosphere.
Oh, and the story didn’t take into account that you can lane-split in California which will get you to your destination 15% to 20% faster than in a car, saving fuel and reducing emissions. Take that, motorcycle detractors!
I agree completely. I have to believe that a 2008 Honda VFR is kinder to the environment than a 2008 Honda CR-V. Emissions-wise, plus other factors.
Like you said, there are so many other factors to consider regarding pollution.
1. The actual building of a motorcycle takes so much less energy and material than a four-wheeler. Less rubber, less aluminum, no interior, no glass, smaller battery, etc.
2. The actual disposal of a motorcycle is better for nature too.
3. A motorcycle doesn’t wear down the infrastructure as much as cars/trucks/vans do. Two tiny contact patches, one behind the other, with only a few hundred pounds on top!
I’m disappointed that Wired Magazine would run such a story.
It is well-known that motorcycles pollute much more than cars per gallon burned, and the article is written as if catalytic converters and o2 sensors are rare. In reality, many new motorcycles have them, dramatically reducing thier pollution.
The other issue .. from an engineering point of view .. is that the majority of motorcycles on the road are carbuerated. We can’t forget about engine configuration either.. fewer, larger cylinders (like the big v-twin’s) rarely have complete combustions (sometimes a second sparkplug is added). For example, a 2000cc kawasaki Mean Streak has two 1000cc cylinders - that’s twice the size of a cylinder in a 2000cc four-cylinder, bigger than a cyinder in a 4.0L straight six, or even a piston in a 4.6L V8. There’s a reason auto manufacturer’s are going to smaller cylinder sizes.
Throw in the air-cooled factor, which requires largers tolerated for heating and cooling expansion/contraction, and there’s more oil getting past the piston rings to be burned and released into the atmosphere.
Don’t forget other inefficiencies, like Harley’s design, where the cylinders compete for the air/fuel mixture - one cylinder may suck pre-combustion mixture out the intake valve of the other piston … resulting in partially filled cylinders creating lots of NOx. Sportbikes aren’t perfect either .. at higher RPM’s the cam’s have a bit of overlap, putting more unburned fuel into the atmosphere.
Bottom line .. there is a HUGE variation in motorcycle efficiency. Too bad the article drew such a large brush.
So dear reader, your opinion?
Rhino
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SYNOPSIS: The Crosscage concept bike is a fuel cell motorcycle designed to achieve optimum performance using Intelligent Energy’s air-cooled fuel cell system. Photo credit: Bill Moore, EV World.Com.
Green transportation is coming whether we think its necessary or not. Let’s face it, there is a mrket for these machines if they are viable for mass production. A Suzuki partnership does give it hope, unlike these small private ventures that simply ‘have a dream’.
Some quick questions I have:
- What is the top speed (highway worthy or city commuter only)?
- What is the range?
- What is the distance per dollar travelled?
- Where are the fuel stations?
- Will it use the Suzuki deaker network?
- Where is the wind protection?
- Can I get neon lights and other shizzle for it?
- What the hell am I doing on evworld.com?
Some people will be willing to shell out the cash simply because they want to make a statement. Others (like me) won’t touch it if there isn’t a positive impact to the wallet in terms of savings independent of emissions. Even though most of the greenies are kooks and smell like the French, I think this techie stuff is pretty cool.
]]>Suzuki, Intelligent Energy Develop Fuel Cell Motorcycle
Source: British Midlands Development Corp.
[Nov 30, 2007]The British Midlands Development Corporation announced that Loughborough Innovation Center based Intelligent Energy and Suzuki have developed the Crosscage, a hydrogen-powered motorcycle that claims to make green driving a reality.
The motorcycle, which runs in almost complete silence and emits pure water, is a joint venture between British Midlands based company, Intelligent Energy, the UK’s leading commercial developer of Proton Exchange Membrane fuel cell technology and the Japanese motorcycle and scooter giant.
Although the technology to build hydrogen-powered and fuel efficient vehicles exists, they carry hefty price tags. Until now, mass-production has eluded the industry and nobody has managed to build a commercially viable motorcycle. The Crosscage represents a huge breakthrough. By combining Suzuki’s capacity for mass-production and Intelligent Energy’s lightweight, air-cooled fuel cell design, the reality of affordable green transportation moves closer to reality.
“This is just one of many examples of innovation coming out of The British Midlands,” said Vern Sebby, President and CEO of the British Midlands Development Corporation, ” There are over 3,000 foreign companies operating in the Midlands and many of them are there to partner with our local companies and universities.”
About British Midlands Development Corporation
The British Midlands Development Corporation is the North American economic development agency for central England. The Midlands region is located just one hour to the north of London and includes the major commercial centers of Birmingham, Nottingham, Coventry and Northampton.
As an agency funded by the UK Government, The British Midlands Development Corporation provides specialist advice and support to North American companies seeking to establish a presence or expand a current operation in the region. The British Midlands Development Corporation provides access to business networks, details about sources for grants and funding, business support services, and information to help companies identify opportunities to develop and grow.
The British Midlands Development Corporation is based in Chicago with branch offices in Boston, Washington, DC and San Jose.
]]>Kapital Moto TV would like to announce our partnership with Amazon Entertainment, for the first time making available online the full length Troy Bayliss documentary, Troy’s Story .
Troy’s Story is the definitive exposé about this Australian and Ducati superbike hero. Covering Troy’s early racing history, his first World Superbike championship and battles with Colin Edwards, right up to his entry into MotoGP, this inspirational 99 minute documentary is now available online only at Kapital Moto TV.
Learn about Troy’s early career and the dedication that makes him one of the most dynamic and inspirational motorcycle racers of the 21st century. Troy’s Story takes us behind the scenes of Troy’s life and loves, including the sacrifices required to reach the pinnacle of the world motorcycle racing scene.
Narrated by internationally acclaimed actor and self-confessed Troy Bayliss fan Ewan McGregor, Troy’s Story is available in four episodes, as well as a large selection special bonus features. Part 1 and all special features can be viewed free of charge. The remaining three parts are competitively priced at GBP0.99 each.
Troy’s Story Online - http://kapitalmototv.com/channel-22.html
Kapital Moto TV - http://kapitalmototv.comRegards,
The Kapital Moto TV Team
Back in 1985, I was the pround owner of an overstocked new 1984 Yamaha IT490. It was about $2000 and it was arguably the best al around enduro that the Japanese produced (Husky’s were still bad-ass back then). That leads me to another question: PRICE. Buell hs their cheap entry bike in the Blast, but overall, they are not known for their value…be it bang for the buck upon purchase or resale.
Heh - belt drive?
<blockquote>Buell to build off-road motorcycles within two years
Tuesday March 13, 2007
Buell Motorcycle Co. says it has plans to enter a new motorcycle segment — the off-road market.
The company plans to design off-road bikes specifically designed for closed-course competition.
“We’ve told our dealers about our plans to bring an off-road, closed-course competition motorcycle to market within the next two years,” said Chairman and Chief Technical Officer Erik Buell. “This will allow Buell dealers the time needed to make plans to meet the needs of this new market and customer.”
“Harley-Davidson and Buell are highly committed to broadening the range of products we offer and reaching out to new groups of customers,” said Buell President and Chief Operating Officer Jon Flickinger. “We’re always looking at new market opportunities, but this one is particularly exciting.”
No other details about the Buell off-road motorcycle have been released.</blockquote>
]]>2008 World Superbike dreams 1-Aprilia V4 999 Prototype 0
The Aprilia V4 project utilizes a brand new V4 999cc engine destined both for world superbike and the road. The V4 will be Aprilia’s first ever four cylinder motorcycle. Already now at the very beginning of the project Aprilia stipulates a max power of more than 210hp from the superbike version. Aprilia surprised everyone when it last threw itself into World Superbike racing with the RSV Mille by being competitive and winning races in the first year. The new V4 project is a different ballgame and the engine is completely designed in-house. But in many ways, Aprilia have got more racing heritage to its name than Ducati. Not in world superbikes, but on the GP tracks with 125’s and 250’s. The RS Cube MotoGP project failed big time for Aprilia and almost run the company off the map financially. The triple engine had more than enough power, but was virtually unrideable. So Aprilia are now trying again with a new engine in World Superbike. You might speculate that Aprilia chose the V4 999cc engine to gain experience in the V4 format and perhaps also be able to produce an 800cc version for future MotoGP glories.The 65 degree V4 was also chosen to utilize Aprilia’s extensive know how in producing a race chassis around narrow V-engines. The new V4 is even more compact than the current V60 used in the RSV models. Aprilia will use fly-by-wire technology with wiring never seen on any motorcycle before. The fuel management system is very advanced where servo motors only operate its own row of cylinders throttle bodies. This has been done to optimise high power engine management. This is needed when the V4 spins around at a maximum 13.500rpm.
Aprilia recently started testing of the new engines in a new chassis. The bike is called Prototype 0. This is the very first shakedown test of the engine after bench testing under realistic conditions on a roadracing circuit. The rest of that prototype is basically a modified RSV 1000R. The bike will be shown with final design and chassis at the 2007 EICMA show in Milan. Words: Tor Sagen/CG: Robert O’Brien/Photo-CAD: Aprilia
I say congradulations to the HD employees on strike. Because of them complaining about a small increase in health benefits, countless other people are being laid off at other companies that make products for Harley. I don’t know if anyone knows, but Harley does not make their motorcycles by themselves completely. A majority of the aluminum engine components are made by several aluminum factories in the US. Due to the strike, Harley has stopped ordering these parts. At some plants, (namely the one I work at) Harley is about 20-30% of our business. So about 60 of my fellow workers, friends, and fellow americans are now OUT OF A JOB! Uh, and this whole time I was under the impression that unions were formed to help protect american jobs. Thanks to the union workers at Harley, an ENTIRE plant that helps support a middle sized town in Missouri, has nearly halved their staff and may close down completely if the strike progresses too long. I am in complete awe that an organization that was initially formed to help is now the reason why jobs are being lost in a second, why companies are being forced to go overseas to provide the same product at a lower cost that is being demanded by the public! And the people blame Bush for this! Ha, wake up, the reason there are not any good jobs left is because the average joe is either to lazy to work for a decent wage, or they think they are underpaid for a job that they are really already being overpaid for.
Comment by | February 12th, 2007 11:22 pm | Permalink | Edit Comment
Herein lies the problem. The “brotherhood” as its called, has a reach that extends way beyond its factory walls. It reaches into plants where the management and workers actually have a good relationship. It reaches into the pockets of many workers outside of York, PA who likely have nowhere near the sweetheart benefits deal that the HD employees have (current or proposed).
Care should be taken as Pennsylvania has a higher unemployment rate, well above the national average. It has become a popular trend for management to stick to fiscal discipline and bring in replacement workers (Detroit Free Press & Northwest Airlines come to mind) to get things going again. Time will tell I guess.
Oh, and finally it does reach to your ‘brothers’ within the company:
Harley-Davidson lays off 440 in Wis. because of strike in Pa.
MILWAUKEE — Harley-Davidson Inc. laid off 440 employees in Wisconsin yesterday because of an ongoing strike in York, Pa., at the company’s largest production plant.
The layoffs were both voluntary and forced, he said, though he declined to say how many were forced. He said it’s unclear when the employees will be allowed back to work at the plants, where parts such as engines and windshields are made.
Last week, Harley said the strike would cause it to miss shipment expectations for the first quarter. The company had expected to ship between 82,000 and 84,000 bikes during the first three months of the year. Harley declined to provide updated shipment expectations for the first quarter and would not say whether the strike will have an effect on financial guidance for the full year.
Some 2,800 workers have been striking since Feb. 2 at the York plant, where top-selling Touring and Softail bikes are made.
Members of the International Association of Machinists and Aerospace Works, Local 175, overwhelmingly rejected a three-year contract proposal, which offered annual raises of 4 percent, but would have reduced pay for new hires, required employees to begin paying part of their health insurance premiums, and forced pension concessions.
One has to wonder of the brotherly love that is available in Wisconsin towards the York folks. One also has to wonder where the future development money will come from to make new motorcycles if the profits take a substantial hit. What profits will the unions be able to go after? And once again, I ask who the hell would want to work there after the dust settles. Most important, will the quality of the machinery, the brand loyalty, and/or the good will take a hit? In the short-sighted world of strikes, I seriously doubt that any of those have even been considered. I know, I just want to have my cake and eat it too.
]]>I am sorry, but I have no sympathy here. A 4% wage increase GUARANTEED without some sort of performance evaluation is a golden parachute as far as I am concerned for an employee of a big company. This is the average increase for us white collar folks on non-promotion years given a good review.
As far as benefits are concerned, I am amused to read that the major sticking point was that they had to convert to the ’salaried’ employees health car plan. Two things scream short-sightedness:
- The fact that the increase in the 401k matching contribution seemed to have been ignored (granted, no amounts are given below for any part of the contract).
- The company’s solvency. How’s that big company free health care for all union employees working for GM? Ford? Some people would rather have no job at $1/hour more on paper or in principle, than actually work.
HD has always used the union as a bragging right to their customer base. While it seems to work, its gonna be a likely and costly eye-opener.
HD strikes tonight at 12:01am!
]]>The following release is from Harley-Davidson: York, Pa., February 1, 2007 — Harley-Davidson Motor Company expressed disappointment at the union vote yesterday that rejected a proposed new collective bargaining agreement for employees and authorized a strike at its final assembly operations in York, Pa. A strike at the facility is expected to occur as early as 12:01 a.m. February 2, when the current contract expires.As a result of the pending strike, production of Touring and Softail motorcycles at Harley-Davidson’s operations in York has been suspended.
“We are obviously disappointed by the union’s decision,” said Fred Gates, General Manager of Harley-Davidson’s operations in York. “The proposed contract was structured to help manage future costs that could be detrimental to our business over the long term,” Gates said. “While Harley-Davidson is a strong company today, we don’t want to find ourselves in ten years in the same position that the Detroit auto industry is in now.”
The proposed contract provided for a four percent wage increase in each of the three contract years. Two percent of the increase was dependent on the union accepting the Company’s salaried health care plan or another plan that would save the Company an equal amount of money. The Company’s union employees in York currently pay no premium for health insurance coverage and minimal out of pocket costs. The proposal would have doubled the Company’s 401(k) contribution match and would have provided a special monthly retirement supplement for certain employees who retire during the contract period. The proposal also would have instituted a second-tier wage and benefit plan for new employees hired after February 2, 2007. For example, under the two-tier structure, new assembly worker hires would have earned $18.25 per hour in the first year of the contract, compared to $20.78 per hour for current assembly workers in the first year of the contract.
Harley-Davidson production employees in York are represented by International Association of Machinists and Aerospace Workers (IAM) Local 175.
Harley-Davidson, Inc. is the parent company for the group of companies doing business as Harley-Davidson Motor Company, Buell Motorcycle Company and Harley-Davidson Financial Services, Inc. Harley-Davidson Motor Company, the only major U.S.-based motorcycle manufacturer, produces heavyweight motorcycles and offers a complete line of motorcycle parts, accessories, apparel, and general merchandise. Buell Motorcycle Company produces sport motorcycles in addition to motorcycle parts, accessories and apparel. Harley-Davidson Financial Services, Inc. provides wholesale and retail financing and insurance programs to Harley-Davidson dealers and customers.
On the flipside, Ducati NA seems to be in growth mode. Not just a couple of years ago, the company was being kicked around by different owners and having its own financial troubles. Maybe that tide has turned.
What is even better is their new product line. The future 1098 and Super ‘tard and the current Monster 1000 have been drawing a lot of interest in the brand. I am a little surprised that Ducati is doing so well given how awful the current superbike looks - both of them!
All I can say is Bravo!
…from powersportsbusiness.com:
]]>Ducati North America reports a record 2006 Friday January 12, 2007For 2006, Ducati North America sold 8,100 units, which is a 16 percent increase in sales over 2005 and marked another record-setting year for the motorcycle manufacturer. The Desmosedici RR street replica, the 1098 Superbike, the Hypermotard and Troy Bayliss’s championship-winning season in World Superbike spurred the sales growth. The Canadian market led sales growth, with sales up more than 50 percent. Ducati is now one of the two best-selling European motorcycle brands in Canada.
The Monster family led retail sales and the 2007 Monster 695, which began delivery to customers in May, continues to be one of the top selling models. The top-selling Ducati in 2006 was the Monster S2R 1000, which was in its debut year. Ducati motorcycle-related products 2006 revenue increased more than 40 percent in the clothing business and 25 percent in accessories.