Foreword Thinking

FOREWORD THINKING

Harley-Davidson starts a new motorcycle story that begins with the LiveWire electric

KEVIN CAMERON

The first question to anyone’s lips is “Why?” The motor company’s meticulously cultivated image is a muscular one, tied to traditional values of nationalism and personal independence. The Harley Big Twin owner tours America, often over heroic mileages. Sportsters and cruisers are shown against a gritty urban and industrial background rich in the accomplishments of our forebears.

Where in that sharply defined universe can we place a fully engineered premium electric motorcycle that is silent save for the hum of the 3.24-to-l spiral bevel gearing between its high-torque electric motor and driveline?

Because I want to know, I put this question to Glen Koval, engineering chief of the LiveWire program. He enumerated the points that have led to its development.

“Electric vehicles are inevitable,” Koval says. “They’re the future, at some point. We accept that. Also, population demographics show that most Americans now live in cities—we’ve become an urban nation.”

He continued, connecting the premium prices of Harley-Davidson machines with the higher incomes of urban professionals, many of whom are also techoriented, often with positive reactions to electric vehicles, as well as being concerned for the future wellbeing of the environment. Such people, he noted, are attracted to products combining style and quality.

Since the LiveWire was first revealed in 2014, it has been completely redesigned based upon experience acquired in testing.

The first point that jumped out at me is that the LiveWire is the fastest-accelerating production motorcycle ever made by Harley-Davidson. And, at a weight of 549 pounds, it is only 60 pounds heavier than Harley’s lightest current 883 Sportster. Riders come back from test rides enthusiastic about this machine’s unique performance and “throttle connection.” Yes, it’s different, and it’s strange not to be followed by the traditional exhaust sounds, but the overall impression is that this is an experience they’d like to explore further. There is no clutch and no gear changing. When you switch on, you just turn the throttle and go.

All components of this machine are of best available quality, which answers many people’s incredulity at the nearly $30,000 price. This is not an electric motorcycle trying to compete in price and performance with traditional bikes powered by ICE motors. (When all bikes were powered by internal combustion engines—ICEs—you just said “engine,” and everyone knew what you meant. But when you add electric to your line, you need a quick way to say “internal combustion engine powered.” ICE motors is the new jargon.) The LiveWire does not compete with traditional bikes—it is something new. Yes, its price could have been cut by building it as a battery slung from a steel-tube frame on middle-range suspension, brakes, tires, and wheels, but that wasn’t the aim here. The aim was to build an electric bike of the highest quality, incorporating the top level of rideand performance-enhancing electronics. There is no point in arguing that “real men” don’t need such enhancements—you can be sure that, like ABS once it was proven to enhance safety, they will shortly be required by national highway safety authorities. Like electric drivetrains, these things are the future of new products, so Harley-Davidson has accepted a responsibility to master their complexities in good time—rather than leave that to future electric competitors.

What about range? What about charging? These are the questions asked of every electric vehicle maker. On board the LiveWire is a cable for 120V 1,400-watt home charging, but much faster is what’s called DC Fast Charge. Nationwide, 150 Harley dealers have undertaken to install such charging systems. An intelligent rider, such as a commercial pilot, plans his or her journey around range. Onboard systems facilitate such planning by displaying range remaining, and the smartphone finds the charging stations. Not enough? Switch the power mode to “range,” and get there with watt-hours to spare. This is different from being able to refill a cool-looking peanut tank at any corner gas station, but it’s not something we humans can’t handle. LiveWire range, measured by MIC standard, is 146 miles city, 95 miles combined 70 mph and city.

“The LiveWire does not compete with traditional hikes—it is something new."

CHARGING TIME

12.5hX 120/240V (LEVELS 1 & 2) l.OhXDC FAST CHARGE

MILES PER CHARGE

146X CITY 95X70 MPH + CITY MIXED

Energy conversion cannot be 100 percent efficient, so there are charge-discharge losses in the battery, and resistive losses in the power supply and traction motor; 26 ounces of circulating liquid cools the jacketed motor and power supply, while the substantial fin area on the battery housing dissipates heating in the 250-pound, 15.5 kWh (13.6 accessible) lithium-ion battery. If you’re curious, scan their temperatures on LiveWire’s TFT dash screen.

The 58.7-inch-wheelbase chassis is bolted together from high-strength cast elements—a complex steering head up front, a pair of side beams, and a swingarm structure behind, all reinforced by the stiff box structure of the battery housing. Accurate rigid connection is ensured by machined tapered tongue-and-groove joints, which are drawn into solid engagement by bolts—there is no welding in this novel all-aluminum structure. Best-practice modern casting methods give near-forged durability because castings are no longer riddled with porosity and oxide contaminants.

Engineer Koval is particularly proud of the job done on this bike’s swingarm geometry. On a fast-accelerating bike like this it’s important that the rear suspension neither squat (taking weight off the front tire) nor top out, but remain steady in its range of movement. Squat is canceled by guiding the bike’s drive belt to an angle that generates a lift force.

The LiveWire’s brushless permanent magnet electric motor is rated at 105 hp, but you must remember that this is right-now direct-drive horsepower, with full motor torque. In accelerating from zero to top speed, the motor goes from zero to 15,000 rpm. Exactly like a turbine, its only motion is smooth rotation. Because the motor doesn’t idle, the power supply has been programmed to oscillate the motor between poles, giving a haptic “pulse” that lets the rider know it’s ready.

Harley-Davidson has no plans to stop building the classic ICE-powered bikes that so many millions worldwide aspire to own. But it does know that if you fail to prepare for the future, it will leave you behind.