2012 Suzuki GSX-R1000 Review

There’s a reason why national superbike grids around the world are stacked with Suzuki GSX-R1000s. With 37 championships in the past 10 years, the pedigree and performance potential of the venerable Gixxer speaks for itself. Making up at least 45% of the AMA Superbike field since 2009, the GSX-R has a reputation for winning. Of course, just when you think it can’t get any better, it always does. Introducing the 2012 Suzuki GSX-R1000. 

At first glance, the new GSX-R looks pretty similar to the outgoing model. It still has a funky trapezoidal headlight, familiar lines and the distinctive blue and white color scheme. According to Suzuki, the 2012 model is a “refined version of the fifth generation.” Perhaps the first thing visually different is the single exhaust that replaces the twin exhaust setup of the 2011 version. Another visually obvious change is a switch to Brembo monobloc calipers (in gold to separate them from its silver 600/750 brethren) and red pinstriping around each wheel.

Leaner and Meaner

Along with the switch to the single muffler design this year, the under-engine chamber is also gone. The 4-2-1 stainless steel exhaust gains a little pipe length before meeting with the titanium exhaust canister. Following these outward updates the remaining changes come from within, focusing primarily on the engine, but also on the chassis. The design goals for the new engine include reducing weight, improving low- and mid-range torque, better throttle response and higher fuel mileage. Interestingly, though, Suzuki didn’t highlight increased peak power as an objective for the new mill.

Using finite-element-method (FEM) and fatigue-analysis techniques borrowed directly from MotoGP, the new GSX-R’s pistons are 11% lighter and yield a slightly higher compression ratio of 12.9:1 (from 12.8:1).To help the engine breathe better and reduce pumping losses, pentagonal crankcase vents replace the box-shaped vents seen on the previous model.

New camshaft profiles include slightly more lift on the exhaust side, and valve-overlap duration has been shortened a smidge as well. The four-valve-per-cylinder layout is retained with the valves still made from titanium. The revised cam profiles along with the retuned exhaust and subsequent ECU recalibration is said to give the newly updated GSX-R1000 engine a broader torque curve than before without losing any of the top-end hit from the previous model.

Next, the chassis got the Jenny Craig treatment. As mentioned earlier, the 2012 Gixxer ditches the extra exhaust canister it had a year ago, reducing the overall width 15mm to 705mm (27.8 inches) while also losing a significant amount of weight.

The new Brembo calipers are lighter than the outgoing Tokico calipers as well, but also provide more positive braking power and feel, not only because of their construction, but also due to slightly larger caliper pistons. Rotor thickness is scaled back to 5.0mm from 5.5mm in order to reduce unsprung weight, but rotor diameter stays the same at 310mm. All told, the new GSX-R1000 is 4.4 pounds lighter than last year.

Bump absorption comes from Showa’s Big Piston Fork that sees a few tweaks this year. The new forks are 7mm shorter in length, with a 5mm reduction in stroke. Suspension settings are accordingly softened to accommodate the bike’s weight loss. Out back, the same fully adjustable shock from the previous model is carried over without any changes.

Other odds and ends include a new arrangement for the front axle that now utilizes an outer thread and nut, rather than the hollow bolt and inner thread used previously. Not only does this eliminate the need for a special tool to take wheels off, it also sheds 39 grams. Seat height remains the same at 31.9 inches, but the seat’s now covered in a grippier material to keep the rider from sliding around unintentionally.

What About T/C?

After reviewing all the improvements to the new GSX-R1000, one glaring omission from the list is traction control. The latest trend in sportbikes these days is equipping a motorcycle with T/C from the factory; it’s like a right of passage in the eyes of the general consumer. With the amount of power today’s literbikes put out, surely an electronic safety net is needed to protect riders from themselves, right?

Suzuki doesn’t think so. Its philosophy is to engineer a motorcycle with handling characteristics that will communicate to the rider and warn them if the rear is spinning. Like Honda and its CBR1000RR, Suzuki’s stance on T/C isn’t to simply incorporate the system just because its competitors are doing so. It’s definitely a technology being researched (and surely being developed behind closed doors), but we’ll have to wait for a future model before we see it in production.

Own The Racetrack

To see if its newest creation lives up to its “Own The Racetrack” tagline, Suzuki invited journalists to Homestead-Miami Speedway in Florida to put the new GSX-R1000 through its paces. We were greeted with gloomy weather and under constant threat of rain. Rain tires weren’t needed, but the standard Bridgestone Battlax Hypersport S20 tires were replaced with the more track-oriented Racing R10. Front tire size remained the same, but the rear 190/50-17 S20 was substituted for a 190/55-17 R10.

Sitting on the new GSX-R feels instantly familiar to all the GSX-R models I’ve ridden in the past. You sit “in” rather than “on” the Suzuki. Immediately noticeable once the new G1K is rolling is the bump in low-end power. Homestead’s infield layout consists mainly of slow- to medium-speed bends that lead to sizable straights, and squirting out of these turns on the new Suzuki reveals the increase in grunt within the engine.

I’ll admit to being suspicious when told why traction control was missing from the GSX-R. With a host of electronics already equipped, including the Suzuki Drive Mode Selector system, I figured adding T/C would be a natural next step. Excuses or not, the connection between throttle and rear tire is superb, as the sometimes-damp conditions would cause the rear to spin when accelerating. It was never an issue, however, and controlling the slide was a simple matter of modulating the right wrist.

Speaking of S-DMS, in its latest iteration it’s no longer needed to press and hold the button to change modes. Now, a simple tap does the job and it can be done on the fly. After riding in A mode for much of the day, tapping to B mode reveals distinct steps in power. The first pull starts from idle to 3000 rpm, then from 3000 rpm to 10,000 rpm. During both of these segments, power delivery is noticeably softer than A mode. Once the engine is spinning above 10,000 rpm full power is restored, kicking in with a force hard enough to scoot you back in the saddle. C-mode neuters power to the point where it’s simply not fun to ride anymore.
While this latest GSX-R1000 continues Suzuki’s evolution of refinement, unfortunately this wasn’t reflected in the gearbox – shifting was notchy and harsh at times. Deliberate pressure on the shifter during clutchless upshifts was crucial to a successful gear change. Gearing felt tall for this particular track, as rarely did I need more than third gear, even on the oval portion of the track, though this is more an indication of just how powerful modern literbikes have become.

Braking power from the new Brembo monoblocs is everything we’ve come to expect from the brand. Monstrous stopping ability is a simple matter of squeezing the lever harder. Modulation was equally impressive, making it easy to trail-brake right to the apex.

Thanks to the Big Piston Fork, composure under braking was equally excellent. After that, however, finding confidence in the front end was a struggle. The changing weather conditions or the concrete patches in every turn could be partially to blame, but it was an issue I heard other journalists also mumbling about. Having not ridden its predecessor for some time, it’s hard to judge the new Gixxer’s flickability, though it does feel on par with the rest of its Japanese contemporaries in this department.

Still King of Sportbikes?


Some might wonder if Suzuki has done enough to surpass its competition both in the dealership and the racetrack. With a price-point set at $13,799, $200 more than the 2011 version, equal to the 2012 Honda CBR1000RR, and $200 less than the traction-control-equipped Kawasaki ZX-10R andYamaha YZF-R1, Suzuki has placed the new GSX-R right in contention. With bottom-end power close to that of the Honda — and similar front ends — the battle between the two will be tight.

One thing the Suzuki has on its side is its popularity in the aftermarket world. Virtually any performance part or accessory is available for every GSX-R, giving you the ability to customize it to your liking. In addition, Suzuki is making it more attractive than ever to buy one of its motorcycles, scooters or ATVs, regardless of model year, with an industry-leading 0% finance offer for five years, for all regular tiers through March 31, 2012. Additionally, select models, including the GSX-R, are also eligible for $1000 off through March 31st.
With deals like that, the new GSX-R might have success in the sales wars, but there’s only one way to know if it will “Own the Racetrack.” We’ve been plotting our 2012 literbike shootout, and over the next few weeks we’ll pit all of the major contenders, including the GSX-R1000, against each other for both street and track superiority. It promises to be an epic test and one that’s not to be missed. Stay tuned.
If you’d like to see the new Gixxer in action, check back with us next week to see our upcoming video.
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2013 Victory Judge Review

Nearly three years in the making – from concept to the street – the Judge is Victory’s first new cruiser platform since 2006. While we didn’t know Victory’s latest creation was on its way to us, a recent full day ride aboard the Judge says this new cruiser was worth the wait.

The first impression the Judge imposes is that it’s a power cruiser with a lineage from the Hammer S. Although this new bike is stout looking, just like the Hammer, the Judge is its own machine, with its classic American muscle car-inspired styling revealed most prominently in the cast-aluminum 5-spoke wheels wrapped in plump 16-inch Dunlop 491 tires wearing raised white lettering.

At first glance the Judge looks compact. With a deeply dished saddle designed to hold the rider in place, mid-mount controls 3.75 inches rearward and a handlebar 4.0-inches more forward compared to the Vegas cruiser, Victory’s product manager Ben Lindaman says the Judge’s ergo package is specifically designed to fit and appeal to a wide range of riders, with part of that appeal in the form of a flat-foot-able 25.9-inch seat height.
Lindaman also points out that the mid-mount foot controls’ location underwent a good deal of planning – rather than just getting yanked back – as evidence that the bike’s ergos are intended to accommodate riders in the range of 5-feet-and-some-change to well beyond the 6-foot mark.

The forward-mounted one-piece handlebar requires some stretch – even a fellow test rider who stands in that 6-plus-feet range noted the reach. However, over the course of the day no one complained that the rider triangle was unbalanced due to the bar’s location.
With Victory’s 106 cubic-inch Freedom V-Twin (with engine mapping similar to Victory’s other cruisers) as a power source, and a forward-leaning riding position complementing the Judge’s muscular styling, visions of one burnout after another danced in my head. And so I was compelled to dump the clutch, slam the throttle open and blitz ahead whenever the opportunity presented itself. The Judge didn’t disappoint me when I was less than judicious with the throttle: it sprinted quickly away from a stop as I rowed through the smooth-shifting 6-speed gearbox.
As spirited as the quick-revving 106 is, it also possesses plenty of torque (113 ft-lb claimed) to keep the Judge chugging effortlessly down the streets. The combination of the lower gears’ wide-feeling ratios and the big Twin’s healthy pulling power meant running in higher gears was often overkill on city surface streets where posted speeds are often below 45 mph.

However, when conditions warranted shifting into higher gears the engine continued to flex its strength as it darted ahead with bursts of surprising acceleration, even when lumbering along at low rpm in 4^th gear. We know the Judge’s engine isn’t more powerful than any other Victory, but in the Judge the Victory Twin simply feels like a more potent powerplant.
With a claimed dry weight of 660 pounds the Judge isn’t appreciably lighter than the Hammer 8-Ball or Hammer S (672 pounds dry). But Victory reps explained (without offering specific figures) that the Judge’s wheels are lighter than the Hammer S’s wheels, therefore giving the Judge an acceleration advantage by way of its wheels’ lower rotational mass and unsprung weight. Also lightening the Judge’s load is one less front brake caliper/rotor combo compared to the Hammer’s dual front calipers.

Despite using only one four-piston caliper with a 310mm disc in front, the solo brake reeled in the Judge with authority. Applying the front and rear brake (310mm disc, 2-piston caliper) simultaneously hauled in the Judge pronto, with nearly as much braking performance as I’ve experienced on various sport and standard-type motorcycles. I applaud Victory here for supplying the Judge with such excellent braking performance.
When we first learned in the Judge’s previewthat Victory broke from its own (as well as other manufacturers’) fat-rear-tire tradition by installing a 140mm rear tire on the Judge, I immediately anticipated a more compliant, lighter-steering cruiser. My suspicions the Judge would steer and handle better than a number of its brethren were confirmed the first time I shoved on the bar to dart into a left-hand turn lane. The Judge flicked quickly to the left and I shouted in my helmet, “Now this is how a cruiser should handle!”
My elation over the Judge’s handling grew as our test ride saw mile after mile of curving mountain roads where the new Vic cruiser continued to impress with its low-effort steering and noteworthy stability. From corner entry to corner exit the Judge stayed predictably on track.
Since the Judge is a low-ish riding cruiser it of course will eventually drag footpegs when cornering, especially if you’re purposely dashing between turns as quickly as you can. To the Judge’s credit, though, it had what felt like better than average lean-angle clearance.

Adding some spring preload to the hidden shock’s ramp-style preload adjuster to increase ride height will improve lean angle clearance. However, if you’re really keen on railing the Judge, Victory offers an accessory shock with 1.0-inch more ride height than what the standard shock provides. On the subject of suspension, the Judge’s cartridge-type 43mm conventional fork with 5.1 inches of travel has no provision for tuning but it nevertheless gobbled up most road imperfections before they had a chance to upset the ride. Only the sharpest bumps and deep ruts in the road were able to overcome the fork’s otherwise good damping performance.
I had no serious issue with the Judge’s 16-inch tires (they worked well, with sufficient grip and feel), but I was compelled to ask Victory why it chose 16s rather than 17s that potentially could open up a wider selection of sportbike-type rubber. Lindaman said plainly that 16s were better suited to the style Victory wanted to achieve in the Judge, but he also explained that keeping the bike’s MSRP reasonably low was crucial as well.

Using an off-the-shelf tire (that worked as needed) like the well-known Dunlop 491, rather than one designed specifically for the Judge, means less out of pocket for Victory, as well as for the consumer. It’s not uncommon for motorcycle manufacturers to have a tire maker design tires with particular traits and construction in order to purposely complement a bike’s handling. But a purpose-built original-equipment tire for a specific motorcycle is almost always more costly to replace when compared to an identical model tire made for a wide range of bikes.
Despite Victory’s claim that the Judge’s intended target audience earns income in the $65K range, the company nevertheless introduced its newest cruiser with a comparatively low $13,999 price tag for the Gloss Black color scheme, making the Judge the third lowest priced model in Victory’s 17-bike lineup.
In context of the competition, Victory sees Harley’s Fat Bob as its rival. The Fat Bob produces a claimed 100 ft-lbs compared to the Judge’s 113 ft-lbs, weighs a few pounds more, has a 1.0-inch taller seat height and cost about $1350 more than the Victory.
With the exceptions of the slightly long reach to the handlebar and somewhat cruiser-typical limited lean angle, I found very little to dislike in the new Judge. Objective data aside, these days I’ve come to value the fun factor metric as much as any criteria I use to evaluate a motorcycle. By that measure there are a few bikes that I simply enjoy for pure entertainment and look forward to riding again as soon as possible. For example, Triumph’s 675 Street Triple R or Ducati’s first gen Multistrada are endlessly entertaining to me.
When it was time to park the Judge for the day I was genuinely disappointed the sun had set. I’m eager to once again go to Victory’s court and see the Judge.

This is the first 2013 model in Vic’s stable, and it isn’t replacing any current models but is in addition to the rest of the Victory lineup for 2012. Expect to see the Judge in dealers by April, with its consumer debut during Daytona Bike Week 2012. The Suede Nuclear Sunset or Sunset Red colors will retail for $14,399.
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2012 Harley-Davidson CVO Models Review

Harley-Davidson’s Custom Vehicle Operations, or more commonly, CVO, is the company’s in-house customizing arm. It’s like a company within a company, and Harley employees covet the opportunity to work for this branch of the Motor Company that takes standard Harley models and turns them into something special.

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.

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.

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.

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.

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 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.

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.

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.

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 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.

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.

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.

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.

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.

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.

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 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.
Related Reading
2011 Harley-Davidson CVO Road Glide Ultra Review
2011 Harley-Davidson CVO Street Glide Review
2010 Harley-Davidson Electra Glide Ultra Limited Review
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2012 Harley-Davidson CVO Softail Convertible Review

I’ve befriended many Harley owners over the years, and have met even more while at various events or when I’m out for a ride. Yet despite the number of Harley fans and loyalists I encounter, it never ceases to surprise me how few of them either know very little about, or haven’t ever heard of,Harley-Davidson’s line of in-house customs known as Custom Vehicle Operations, or CVO for short.

Crafted from existing standard model Harleys, a CVO is adorned with a laundry list of Harley’s own aftermarket goodies, as well as possessing a number of items or features unique to each model.

CVOs are notably pricier than the standard models they’re derived from, but by comparison to many high-end, high-priced cruisers from independent shops with low-volume production, the CVOs offer some serious value. Attempting to build something close to a CVO one piece at a time would lead to a sum total cost well beyond a CVO’s MSRP.

And in terms of value, what revs most folks’ engines is getting more than what was bargained for, especially when the deal nets you something on the order of two-for-one. The $29,699 Harley-Davidson CVO Softail Convertible is just such a two-for-one deal.

Model-year 2012 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. With a few twists and turns of release knobs and latches this bike transforms from stripped-down stylin’ cruiser to destination-driven touring bike by way of its quick-release windshield, saddlebags and passenger pillion with backrest.

The Convertible’s quick-release components are so well integrated into the bike’s overall styling that when removed there’s almost no indication the bike was wearing saddlebags and a backrest only minutes prior. Even the passenger saddle removes lickity split by way of a simple knurled knob. All that’s left in the passenger seat’s absence is a set of stylish ribs, for lack of a better term, that keep the top of the rear fender from suffering abrasion by the underside of the passenger seat. These protective bumpers look like intentional design elements made to enhance the fender’s styling, and wouldn’t lead most unsuspecting observers to think they’re anything other than decorative.

This example of a detail ¬– how the bike looks with the pillion removed – speaks to what’s at the core of CVO motorcycles: ultimate attention to the little things, not just here or there, but in every aspect of the motorcycle with which a rider might interact.

The Convertible is largely the same bike it was when it first entered the CVO family, but for 2012 Harley continued to refine a few of the bike’s touring elements.

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, this new taller and wider screen eliminates a significant amount of wind pressure on the rider’s head, as well as reducing turbulence in the cockpit. Considering the screen’s modest size it does a good job of keeping most of the windblast away, with only a moderate amount of buffeting during freeway speeds.

Although the windshield employs Harley’s tool-less attachment system, it’s nevertheless a little intimidating the first few times you attempt to gently ease the screen from the handlebar and the fork. My trepidation stemmed from not wanting to damage the windshield’s integrated speaker system wiring. However, once the speaker wire is easily disconnected, all that’s necessary to remove the screen is a firm pull. Replacing the screen requires some finessing to line up the attachment points, but after a half-dozen or so practice runs the whole process is pretty effortless.

2012 CVO Convertible: Harley Treats on a CVO

A Complete List of the Extras on the CVO Convertible • Three exclusive paint schemes:    - Crimson Red Sunglo with Scarlet Crystal Graphics    - Abyss Blue with Catacomb Graphics    - Satin Pewter with Catacomb Graphics • Detachable windscreen with improved wind protection • Garmin 660 GPS with integrated MP3 player • Detachable, lockable, Leather saddlebags with distressed brown leather (satin pewter only) or reptile inserts • Custom leather seat, removable passenger pillion, and detachable stylized passenger upright and backrest pad with distressed brown leather (satin pewter only) or reptile inserts • Electronic throttle control with cruise control standard • Anti-lock Braking System (ABS) standard • Chrome, 1.25-inch internally-wired welded mini-ape handlebar • Keyless ignition system with CVO backlit medallion on the tank console • Mirror Chrome Aluminum Stinger Custom wheels, 18-inch, with matching Stinger chrome sprocket and Stinger floating brake rotors • Digital speedometer and analog tachometer with gray satin tint aluminum face • High-flow Ventilator engine air intake with leather on insert and rain sock • Color-coordinated frame and swingarm, frame inserts, and horseshoe oil tank • Screamin’ Eagle Twin Cam 110B Granite powder-coated powertrain with 110 Screamin’ Eagle identifiers on cylinder heads • Rumble Collection grips, rider floorboards, passenger peg, shifter pegs, brake pedal pad and mirrors • Black high-torque 1.4kW starter • High-performance clutch with hydraulic actuation • Harley-Davidson Smart Security System Chrome Accessories • Clutch line and brake line clamps • Shorty chrome dual-exhaust with slashdown mufflers and heat shields • Headlight trim ring, nacelle and back plate • Front sliders and upper fork slider covers • Wheel spacers • Handlebar risers and caps • Shifter, rear brake lever and forward control mounts • Voltage regulator • Rear brake master cylinder cover • Switch housings • Upper belt guard and debris deflector • Sprocket bolt covers • Valve-stem caps • Front and rear axle nut covers • Pivot shaft covers

Once the shield is off, the next touring-type bits to go are the saddlebags and, if you wish, the passenger backrest. Pop open the lockable saddlebag lids, twist a pair of clearly marked dials and you’re bag-less in seconds. The dual levers holding on the backrest require minimal effort and a handful tick-tocks on the clock before the saddle is liberated of the backrest.

The first time I stripped the Convertible of its touring accoutrements I had to giggle at how quickly and painlessly I had transformed the bike from long-weekend tripper to Saturday night cruiser. 

Other than the CVO 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 from the navi system will play through the dual 3.5-inch 2-way speakers nestled at the base of the windshield.

Of the four CVO bikes for 2012, the Convertible is the only the one that isn’t built from a touring platform. Where the other CVOs have bodywork and fairings that conveniently hide unsightly wiring, hoses and such, the Softail-based Convertible has precious few places to conceal the necessary but ugly stuff. Since ABS is standard to all CVOs great care was taken to preserve the Convertible’s clean custom-bike styling by creating separate ABS modulators for the front and rear wheels, with the front ABS unit tucked neatly out of sight behind the upper fork cover. Here again we have more thoughtful details and special attention given to the CVOs.

Motivating all CVOs is Harley’s 110 cubic-inch Screamin’ Eagle V-Twin that produces a claimed 105 ft-lbs of torque. In the Convertible this engine is the 110B, meaning the big Twin is counterbalanced in order to smooth out power pulses and vibes in the rigid-mount frame (all Softails are rigid mounts). Throttle response is excellent from Harley’s well-sorted EFI, as usual. There’s plenty of power on tap in the Screamin’ Eagle, and the minimalist air cleaner cover allows the rider to hear the engine snort and gulp air through the intake as the big Twin breathes deep.

“Our bike spat out 79.5 horsepower at 4750 rpm when strapped to the Gene Thomason Racing dyno,” says Duke of our mechanically identical 2011 tester, “but it’s the torque curve that is most impressive. It’s twisting out more than 90 ft-lb at just 2250 rpm, peaking just 500 revs later with 97.2 ft-lb. “

The 6-speed gearbox in this particular Harley struck me as a little less refined than what I’m used to from the numerous Harleys I’ve ridden.

“All CVOs are given hydraulic actuation,” Duke notes, “which reduces lever effort for the stronger clutch springs necessary with the TC110. But the larger-diameter grips on the Convert effectively bring the engagement point close to the bar, enough to cause the clutch to slightly drag when fully pulled in. This unfortunately delivers abrupt clutch engagement and makes neutral difficult to access when at a stop.”

The ingenuity and slickness of the Convertible’s quick-release touring-oriented add-ons, as well as its big engine, premium paint and chrome, and custom-bike aura are all standouts. Perhaps most immediately impressive to me, though, was the Convertible’s ride quality – for reasons good and a little less than good.

Part of the purposefully planned appeal in the Convertible is its friendly, all-riders-welcome ergonomic layout. And part of that layout includes a low, 26.2-inch seat height. This fact is likely why so many women favor this CVO more than any other CVO. However, a drawback to the chopped and dropped stance is a restricted lean angle. The Convertible scrapes hard parts early if you lean aggressively or too soon into a turn. It’s possible, however, to ride around this peccadillo, and the more familiar you become with the lean limitations, the quicker you’ll learn in what situations and conditions you can have a more spirited ride.
The other, positive, facet of the Convertible’s ride quality is how remarkably comfortable it is.
Although the Converti’s 3.3 inches of rear suspension travel is anywhere from 0.3 to 1.0 inch less than other Softail models, the Convertible’s ride is otherwise plush over most bumps. Front-end damping gobbled up most road imperfections so well I found myself wishing this front suspension was standard on all Harleys. Joining the well-damped hidden shocks in buffering the rider from the road is the thickly padded, supple seat – for both rider and passenger. Let’s hear, one more time, for the extras given to the CVOs.
Although the Convert has only a single-disc front brake setup, it uses high-end components like a Brembo caliper and braided-steel lines deliver good feel when retarding speed. HDLAN CAN/bus switchgear debuted in 2011, and the switches require less travel to activate and are less springy, “offering a tactile improvement in response and feel,” according to Duke. “Its self-canceling turn signals are among the best and most sophisticated in the biz, always canceling reliably quickly. This is a good thing, because the signal-indicator light at the bottom of the gauge pack isn’t easy to see. And its cruise control works well and is a real benefit when doing longer trips. “

During my first day with the Convertible more than one casual passerby admired this top-shelf Harley. And a couple folks even verbalized how impressed they were with the bike’s attractiveness and features. Surely, then, if these people – presumably not riders by my guess – can get sucked into the gravitational pull of a CVO’s appeal, why not more Harley enthusiasts?
“Cruising down city streets aboard the Soft-‘Vert, your eyes will be drawn to window panes as pedestrians swivel their necks checking to see who is rumbling past,” Duke relates. “The deep exhaust tone is about perfect to my ears, disturbing the peace only to tolerable levels without exceeding them.”
Since each year the numbers of CVO models are limited (and only a fraction of Harley’s annual total production volume) it’s understandable – to a point – how seemingly so few riders are aware of CVO. However, Custom Vehicle Operations is now in its 14th year, so take note, Harley enthusiasts looking to trade up: If you’ve dreamt of owning a custom cruiser but didn’t want to stray outside the Harley realm, CVO may have just what you need.

By the Numbers
Price	$26,699
Engine Type	V-Twin
Displacement	110 cubic inches
Bore x Stroke	4.0 " x 4.38"
Compression	9.15:1
Torque	105 ft-lbs (claimed)
Frame	Steel-Tube
Wheelbase	64.2"
Rake/Trail	32.0-degrees/5.8"
Front Suspension	41.3mm conventional fork w/5.1" travel
Rear Suspension	Hidden, horizontal-mounted coil-over w/3.3" travel
Front/Rear Wheels	18-inch/18-inch
Tires	130/70 x 18 Front, 200/50 x 18 Rea
Front Brakes	Single 4-pistons caliper w/292mm roto; ABS
Rear Brakes	Single 2-piston caliper w/292mm rotor; ABS
Fuel Capacity	5.0 U.S. gal
Weight	788 lbs Running Order
Seat Height	26.2"

Related Reading
2012 Harley-Davidson CVO Models Review
2011 Harley-Davidson CVO Road Glide Ultra Review
2011 Harley-Davidson CVO Street Glide Review
2011 Harley-Davidson Blackline Softail Review
2010 Harley-Davidson Electra Glide Ultra Limited Review
2010 Harley-Davidson CVO Model Line-Up Preview
All Things Harley-Davidson on Motorcycle.com
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All Things Touring on Motorcycle.com

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2012 Yamaha Zuma 125 Review

If riding a small-bore scooter leaves you feeling emasculated, consider the Yamaha Zuma 125. Rugged, aggressive styling (especially in black), fat, semi-knobby tires and power enough to shoot its rider across an intersection faster than the average automobile, the Zuma 125 is as virile as it is affordable.

Whereas most scooters are variables of a central street-legal, urban theme, Yamaha’s Zuma 125 radiates a more adventurous attitude with a look that says “let’s go camping,” or “go ahead, take off down that fire road and let’s see where it goes.” Conveying this venturesome spirit are the fat for 12-inch rims (120/70 front and 130/70 rear), enduro-esque tires.

An exposed large-diameter steel frame is a styling element that allows Yamaha designers to use less plastic on the Zuma than other scooters. The plastic on the bottom of the Zuma is, in fact, left unpainted to better absorb the resultant scratches off-road riding generates. Hands protected by brushguards, large, dual headlights surrounded by steel crash bars, and front suspension shrouded in fork gaiters all conspire to elevate the off-road legitimacy of the Zuma.
The Zuma exhibits a harsh ride due to seriously stiff spring rates (exacerbated by inadequate rebound damping), but having recently sampled the Honda PCX, whose suspension suffers an inversely proportionate problem, I prefer over-sprung to under-sprung in this scenario. Considering the Zuma’s off-road proclivities, Yamaha may have stiffened the spring rate to better absorb some of the off-road punishment a Zuma may endure compared to a pavement-only scoot.
At 50.8 inches the Zuma has a shorter wheelbase than competing scooters of equal displacement. If Yamaha had stretched the Zuma a couple more inches it may have been enough to restyle the below-seat fuel tank and enlarge the storage compartment to allow room for a full-face helmet. As is, an open-face helmet fits within the limited confines, but only just. And while at it, we’d suggest re-contouring the seat, because the current one is wide enough to make flat-footing a difficult accomplishment, even for someone of six-foot stature. Short riders not well-versed in holding up a motorcycle with one foot will feel nervous, but the Zuma’s light weight makes it easy enough.
The air-cooled 4-stroke 125cc Single powering the Zuma produces enough ponies to keep the Zuma competitive with aggressive commuter traffic. Electronic fuel injection helps make it quick to start and delivers flawless throttle response. Not freeway-legal, the approximately 60-mph top end is enough for most surface streets. Its CVT automatic transmission provides user-friendly – no clutching or shifting – forward propulsion. The 220mm single disc and dual-piston caliper up front and drum rear brake exuding surprisingly abundant stopping power.

Curiously, the Zuma’s blinkers, when engaged, emit a clicking noise akin to the decibel level of those on vintage American cars – pedestrians can literally hear it from the crosswalk. Yamaha, please, muffle that embarrassing noise. Also, what’s with the extended rear fender? The Zuma already has a snug-fitting inner fender, so the elongated second fender is nothing more than ugly overkill.

Otherwise, Yamaha did grace the Zuma with niceties such as a fuel gauge and angled valve stems.

For those looking for simple, inexpensive ($3,350), fuel-efficient (we got 58 mpg under heavy throttle application) two-wheel travel but are averse to the effeminate scooter association, the Zuma 125 is more lumberjack than it is ladybug. The Zuma does what other scooters do, then leaves them in the dust when the going gets dirty.

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