Electric Motorcycles Primer

Ready or not, here they come!
Electric motorcycles are part of the whole initiative to bring all sorts of electric vehicles into the mainstream. This article discusses some of the bigger issues, while focusing on a few American companies that are leading the way. Look for more coverage to come as we continue to get further plugged in…

Native, Brammo and Zero are three U.S. electric motorcycle manufacturers that within the past three years have begun offering road-legal models for under $10,000, a price considered attainable by average consumers.

Alongside their move into a world long dominated by gasoline power, questions persist: Will they merely carve a small niche and go no further? Will they have what it takes to earn increasing respect? Could there even come a day when they take preeminence over traditional motorcycles?

According to a study publicized mid-February by Boulder Colo.-based Pike Research, 466 million new electric-powered two wheelers will be sold between now and 2016.

"China is already switching at a rapid rate to small electric bikes..."

However, 95% of these sales are predicted to be in China. Of them, 56% will be electric scooters, 43% will be electric “motorcycles” – defined as any powered two-wheeler that can exceed 12 mph – and less than 1% will be electric bicycles.

In a country still dominated by foot and pedal-powered traffic, China is already switching at a rapid rate to small electric bikes, and is seen as having nowhere to go but toward greater acceptance of electric vehicles (EVs).

But what is “made in China” has a way of finding its way everywhere else. And besides this, the U.S., Europe and other nations have their own economic, political and technological motivations that together could jump start the electric motorcycle’s future.

A lot of money, innovation, and desire are already pushing to make it so.

Although the fledgling industry has yet to prove itself to some, its potential has already been bought by others, as evidenced in part by funding from private investment firms and government subsidies.

Electric vehicles are also gaining traction among those wanting to reduce dependence on foreign oil, cut global emissions, or just save a buck on their daily drive.

Advocates are dogmatic that electric motorcycles are ready – enough – to begin the road toward their goals, and some do predict a day when most people will no longer need or want gasoline-powered transportation.

Motorcycles are seen as a natural place to begin advancing the frontier because they can be built and sold for less money than cars, while delivering greater efficiency and performance.

And whether new electric cars such as Chevy’s Volt, Nissan’s Leaf, and others could be seen as additional votes of confidence, it’s at least clear that significant players in the global transportation industry agree that electric power is ready to be invested in.

What is more, intense research and development toward hybrid and all-electric powertrains is advancing in the face of otherwise depressing economic conditions.

Yes, despite a recession that led Suzuki this year to save money by importing essentially zero streetbikes to its U.S. lineup, others are risking money to let startups like Zero Motorcycles launch its first two road-legal machines.
California-based Zero is largely backed by a private equity firm, Invus. And according to Brammo Inc’s founder, Craig Bramscher, in addition to his own money, his Oregon-based company receives significant support from Best Buy Capital.

On the other hand, Electric Motorsport which produces its Native Cycles brand, has been around longer, is self-funded, and even helps its potential competitors on their way.
The California-based company runs its own “open source” parts distributorship, and for around 10 years has provided educational tech info, wiring schematics, electric motors, controllers, batteries and more needed by do-it-yourselfers or larger concerns to build electric vehicles.

Electric Motorsport’s President, Todd Kollin, says the company currently sells to 10 other motorcycle manufacturers. It began offering its own streetbikes and scooters in 2007 before Zero or Brammo, and in the past year began distinguishing them with the “Native Cycles” name.

According to Harlan Flagg, co-owner and founder of Hollywood Electrics, the first all-electric bike dealership in L.A., Native’s GPR-S street bike can be configured to a few performance levels, and sells for around $5,000 to $10,000 depending on setup.

With KTM, Yamaha, and others talking about entering the electric motorcycle market – and Honda having just announced its scooter-like “EV-neo electric motorcycle” – in question is whether U.S. companies will remain competitive when the big boys show up.

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NEW STREET TRIPLE R

Street Triple R. It’s a Street Triple with attitude. The most fun you can have on two wheels.

Take a standard Street Triple and add supersport specification suspension and brakes. Mix in some premium color schemes and take the skills and experience of Triumph’s outstanding development engineers to hone to perfection. The result? A motorcycle that has won universal acclaim since its introduction in 2008 and which it guaranteed to leave the rider grinning from ear to ear.

The Street Triple R’s lightweight frame has been lifted directly from the award winning Daytona 675 sport bike. Fitted with fully adjustable front and rear suspension, Nissin four-piston radial front calipers and radial master cylinder, the Street Triple R’s sublime handling and control are the stuff of legend. You won’t believe it’s a 675.

Distinguishing the Street Triple R are three stunning color schemes: Matte Graphite, Matte Blazing Orange and a new Phantom Black and gold combination. The Street Triple R is not a subtle motorcycle. It’s a bike for those who like to take it to the max.

Use the top navigation to find out more.

Derived from the class leading Daytona 675, the Street Triple R’s 675cc water-cooled, three-cylinder, 12-valve engine delivers strong low and mid-range performance, from start to redline and produces more than 44ft.lbf of torque from 3,500rpm right through to 12,300rpm. The close-ratio, six-speed gearbox maximizes the effectiveness of the engine’s impressive power and torque, always giving you the perfect gear.

Suspension :
Fully-adjustable, 41mm, upside-down forks and a top-spec rear monoshock unit with piggy back reservoir deliver a taut, yet refined, riding experience.

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2010 Honda NT700V Review

We Americans want everything. And when we spot a sexy new model (motorcycle) on the showroom floor (okay, the women too), in Europe that we can’t have, we start whining. But Americans just don’t buy naked-type bikes like the Euros do and the cycle continues.

Once in a while, the manufacturers ante up and bring something stateside despite its potential for dismal sales. They want us to like them, remember? Even more rare is the occasion for the OEMs to bring us a model that we ‘need’ here in the states. Honda has done it for the second time this year, for model year 2010, supplying U.S. riders with a unit that’s already popular in the European Union.

Earlier this summer, we saw the best-selling scooter in Europe come to us in the form of the fuel-injected liquid-cooled economic-minded SH150i. Shipped to the U.S. for the first time, Honda again seeks to fill a gap in its lineup with units priced for everyone’s wallet.

Today we’re looking at the next model to come from Japan, via European consensus, as yet another economical price-point bike for its 2010 lineup, the NT700V.

You’ve already heard the news, maybe even sat on the bike at the IMS show, but we got a ride on the girl this week and we’re impressed with its overall package, if not for it’s striking similarity to the bigger brother ST1300 – a husband and wife combo for sure!

Isn’t the Deville a Cadillac? That’s Deauville, ya dork!

Selling in the EU since 1999, the Honda Deauville has been serving as a popular commuter and weekender-touring bike where short trips are more common. Since we’ve got this big ol’ piece of land and wanna take everything with us when we travel, Honda has been offering the American market the full-touring capable ST1300. However, not everyone can afford the $15-grand or the vacation time these days, thus the NT700V gets dropped on our doorstep for next year as a smaller sibling to the bigger ST. In fact it’s already at your local dealership.

At the core of this middleweight tourer is a 52-degree, 680cc, SOHC, 4-valve-per-cylinder V-twin with the same architecture and spec as the DN-01 (and Transalp in Europe), sans the auto-tranny HFT, of course, in a decidedly more commuter- and touring-oriented package.
For detail www.motorcycle.com

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Naked Middleweight Comparison

Kawasaki ER-6n vs. Suzuki Gladius: Six of one, half dozen of another
What brought you to motorcycling? Maybe you grew up riding ‘cause your old man rode, so it was only natural you would, too. Or perhaps you came to the two-wheeled world a bit later in life, either out necessity for affordable transport or because a friend talked you into taking a ride on the back of their bike despite your previously having no interest in riding. You might even be one of the many recent moto virgins who finally reached a point in life where years of squirreling away enough discretionary coin finally granted access to two wheels.
Of the various paths that brought us to motorcycling, one common factor keeps us here: fun! The fun factor is either what first wooed us to bikes or, like a bad drug addiction that you wouldn’t have unless a “friend” introduced you, it’s what kept you hooked from the first taste.

If you’re in the market looking for that next injection of bike or have completed some rider training and are ready for bike numero uno, boy, have we got a couple fun bags for you! To ice the cake, these new middleweight machines even offer some sensibility to go with the laughs.

Twofer Twins

Gladius and ER-6n Specs Comparo

Though Kawasaki’s ER-6n has been available in Europe since 2006, it’s finally made it to U.S. shores in a newly revised form for 2009. The ER is the fraternal twin to the Ninja 650R, the bike the U.S. got in 2006 and is also updated for ’09. It shares identical chassis and engine specs (just as they did in ‘06) to the Ninja but does away with virtually all bodywork, save for minimalist radiator shrouds that house turn signals, and a prominent headlamp that functions somewhat like a flyscreen.

This year marks the first revision to both the ER-6n and Ninja 650R. In our review of the 2009 ER, Kevin “Canadian Bacon” Duke, educated us with the news that Kawasaki smoothed out engine vibes inherent in the parallel-Twin engine architecture. Team Green reduced buzz by way of rubber bushings in the upper-rear engine mounts, rubber mounts for the steel handlebar, rubber-covered footpegs, and even included rubber mounts for the pillion grab rails. Other updates include revised frame stiffness, a lighter catalytic converter, and reshaped fuel tank and seat that are more welcoming of shorter riders. The Ninja 650R also received updated bodywork styling, and both bikes share a new instrument cluster.

Whether by a need to capitalize on shifting market trends or some other undisclosed logic, Suzuki laid to rest the venerable SV650, a bike that quickly reached cult status after its 1999 introduction. Oh, the wailing and gnashing of teeth that must’ve happened amongst the Suzuki loyal when they learned the naked SV650 was no more for 2009 (a fully faired SV650SF remains in the lineup at $6,999). Although Suzuki refuses to refer to the 2009 Gladius as a “replacement” for the SV650, the fact that the Gladius is powered by a revised and updated V-Twin that made the SV so popular makes it hard not to see this new naked sportster as an SV reborn.
for detail....www.motorcycle.com

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2010 Honda VT1300 Sabre

Big numbers can seem impressive, especially when tied to something tangible rather than pie-in-the-sky predictions about what “could be,” or “only if.”
As a case in point, during a recent press introduction Honda flashed a big, tangible number across a projection screen: 82,900.

That’s the number of VTX1300 cruisers (models C, R and T) sold in the U.S. from 2003 to 2009. To make that figure a little more monumental, look at it this way: Big Red moved a rough average of 11,843 VTX1300 cruisers per year for seven years running.

Other than releasing the above data, Honda usually guards closely its sales volume figures, so we don’t how VTX sales compare to, say, total CBR sales for that same seven-year period. But during our recent review of Star’s Stratoliner Deluxe we learned that for approximately the same period the VTX sold so well, cruiser sales for the U.S. motorcycle market at large obliterated sales volumes of all other segments.

Probably safe to say nearly 83,000 VTX sales is significant, no matter how you slice it.

With such volume, even a blind squirrel could see how important this platform was for Honda. So for 2010 Big Red has updated its mid-weight cruiser line.

Known as the VT1300 models, the new bikes are powered by the same 1312cc, liquid-cooled, SOHC, 3-valve-per-cylinder, single-pin crank, 52-degree V-Twin the VTX models employed. But instead of inhaling air-fuel mix through CV-style carbs, the VTs benefit from EFI utilizing 38mm throttle bodies.

Power gets to the back wheel via a 5-speed gearbox and shaft final drive, just as it did on the VTX models.More information ...Motorcycle.com

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2010 Aprilia RSV4 R Review

Full throttle in third gear, knee down exiting the Senna curve, and once again I have to keep a sharp eye on the wet patches. The Metzeler Racetech rear tire spun up earlier at a speed of 100 mph, and whilst I don’t mind a bit of drifting, a relatively cold December day in Portugal is not the day to challenge the grip too much. So I’m a bit more cautious than I usually would be and the laptimes suffered.
The Parabolica Ayrton Senna leads me on to one of the fastest straights on the MotoGP calendar. The straight is almost a kilometre long, and leading up to it is a third or even fourth gear corner. I always short shifted up from second to third gear to allow the rear tire to do its job and to allow me to get the bike upright before shifting up to fourth. The six-speed gearbox is very precise and I’m working my way up the gearbox without using the clutch. I did see around 165 mph at the end of the straight, but with more confidence in the tarmac conditions I could have left the braking later for an even higher top speed.
The monoblock Brembo brakes are the same as on the Factory and they are immensely powerful and impressive. The deceleration from 165 mph going slightly downhill is certainly a job the Brembos do very well. The forces are damped through a 43mm adjustable Showa fork rather than Ohlins on the R, and the front tire is a 120/70-ZR17 Metzeler Racetec rather than a Pirelli Diablo Supercorsa.

I know that the Factory setup is a better one that’d given me even more confidence and feel; however I’m still impressed with the RSV4 R chassis as it’s more than good enough for road and track day use. Aprilia have swapped the Factory’s Ohlins for a fully adjustable item from Sachs. The 6-spoke aluminium wheels are not as light as the forged items on the Factory, and overall the RSV4 R weighs in at 11 pounds more than the Factory (a claimed 406 lbs for the RSV4 R versus 395 lbs for the Factory).
The interesting thing about the RSV4 R is that despite the extra weight it still handles like a dream. The frame and swingarm can’t be adjusted in all the ways the Factory can, but you really need to spend a lot of time on a racetrack to utilize that adjustability. The RSV4 Rs tech specs also reveals that the variable intake ducts are not in place, but acceleration from 9,500 rpm and up to 13,000 is still immense whilst the midrange is also powerful and very useful, particularly on the road. The 999cc V4 acts like it has a turbo kicking in above 10.000 rpm, but it’s just Aprilia’s masterful natural big bang engine kicking in for real.

The V4 is very addictive and I felt no significant difference in this area between the two RSV4s apart from perhaps a slightly “milder” throttle response. The one good thing about Estoril being slightly damp in the morning was that I finally got a good chance to ride a lot more using the powerful midrange. Aprilia says 85 ft-lbs of torque peaks at 10,000 rpm, but at these revs the engine was way too powerful for the level of grip we experienced in the morning session. Between 7 and 10K rpm the midrange produces great pull, and even below 7,000 rpm there’s plenty of go that’s exclusively reserved for the roads.

The Gancho chicane that everybody loves to hate brings speed down to 35 mph, and the flick from left to right is done with ease as there’s no high revs or speed. On the Estoril circuit there’s plenty of hard acceleration through second and third gear as the corners are so slow. This again gives a good feel with what the RSV4 R is capable of in terms of pure acceleration from low speed. Imagine a 600 supersport with 180 horsepower and you’ll get the idea. For detail information Motor Cycle

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Can-Am Spyder roadster: three wheeled motorcycle

BRP has unveiled its first "on-road" vehicle, the 2008 Can-Am Spyder roadster. This three-wheel vehicle, with two wheels in the front and one in the rear, offers a completely new and stunning look. Powered by a proven 990cc V Twin engine designed and manufactured by BRP-Rotax, Spyder roadster, with its unique Y-architecture, can be described as part motorcycle and part convertible sports car. Later this year twelve selected American states and four Canadian provinces will offer Can-Am Spyder roadsters through BRP's existing dealer network, followed by France and Spain in early 2010. BRP will then expand its Can-Am Spyder offer to more North American states, Canadian provinces, Europe and other countries, and expects to be present worldwide within three to four years.

"Our Can-Am Spyder roadster is the next dimension in open-road riding. A true paradigm shift, the Spyder roadster offers a balance of performance and peace of mind with features like the Vehicle Stability System (VSS), engineered in conjunction with Bosch†, which includes anti-lock brakes, traction control and stability control systems," said José Boisjoli, president and CEO, BRP.

BRP's reputation was built on its ability to innovate and design products for powersports enthusiasts. After more than five years of research, the Can-Am Spyder roadster is now delivering on the company's promise to offer a complete line of recreational motorized products in four segments: on snow, on water, as well as both off and on road.

While confirming that the Can-Am Spyder roadsters would be assembled in Valcourt, Boisjoli added: "This is a historic event for BRP, particularly for our Valcourt and Austrian employees, as it confirms the strategic role of BRP's Québec manufacturing facilities for assembling complex and sophisticated vehicles, and BRP-Rotax's leadership in engine development. With Can-Am Spyder, we are redefining the roadster category by bringing the powersports experience to the road through this new generation of vehicles. BRP is entering a new era that will provide growth opportunities for our company worldwide and potentially create new jobs,'' he concluded.

Plans are to start manufacturing units by fall 2010 with a progressive ramp-up of the production over the next three years to meet market demand.

"This event also marks BRP's first truly global launch," said Chris Dawson, vice-president, Strategic planning & Head of Can-Am Spyder Program. "In 2007, BRP will deploy the first phase of its go-to-market strategy: twelve selected American states and four Canadian provinces will offer Can-Am Spyder roadsters through BRP's existing dealer network, followed by France and Spain in early 2010. In its second phase, BRP will expand its Can-Am Spyder offer to more North American states, Canadian provinces, Europe and other countries, and expects to be present worldwide within three to four years," he concluded. For detail ...can-am three wheel

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2010 Ducati Multistrada Review

Ducati has an extensive brand awareness far beyond the Italian company’s actual size, based on its illustrious racing history and lineage of hardcore sportbikes. But the versatile new Multistrada is set to open the Ducati experience to a wide swath of conquest consumers.
“There are a lot of riders out there who are Ducati-curious,” says David James, Ducati international press manager, adding that they may have been intimidated by the firm’s hard-edged reputation.

From our experience testing the new Multistrada 1200 on the varied roads of the Canary Islands, we’re confident that many of the Ducati-curious will really appreciate the flexibility, comfort and performance of this sharp-beaked new bird.

Did we say performance? Hell, yeah! Forget the homely old air-cooled MTS. This one is powered by a revised version of the 1198 superbike V-Twin, cut down from 170 crankshaft horsepower to a still-very-potent 150 hp. The $14,995 versa-bike may have pretentions as a BMW GS competitor, but it, in relative terms, is a racebike in comparison.
Helping keep all those horses reigned in when appropriate is standard traction control and rider-selectable engine mapping among four modes.

The thoroughbred setting is Sport, boasting the full corral of 150 horses and aggressive throttle response. A Touring selection softens throttle reaction while retaining the same peak power. More rider-friendly are the Urban and Enduro modes, limiting throttle openings to 60% to cap power at 100 horses.

The different modes also have an effect on the intervention of the Ducati Traction Control system, which can also be independently set to a rider’s preference.

More electronic trickery can be had by ordering the $19,995 S version of the MTS, which offers Ohlins TTX suspension that can be electronically adjusted on the fly. For example, the Sport mode delivers stiffer damping control, while the Urban setting has lighter damping to soak up the bumps and potholes of city streets. Compression and rebound circuits are separated into respective fork legs.
The Multistrada S – in both Touring and Sport versions – also features a Bosch-Brembo antilock brake system as standard equipment. ABS is a $1500 option for the non-S version which substitutes an ordinary Marzocchi fork and Sachs shock – manually adjustable – in place of the pricey Ohlins electronic suspension. Both models supply a generous 6.7 inches of travel front and rear. The old MTS had 6.3 and 5.5 inches, respectively.

Each electronic parameter, other than ABS (which can be switched off), can also be set independently to a rider’s preference.

Thought was also put into power of the 12-volt variety. The MTS has two outlets for electrifying heated clothing or cell phones or MP3 players, plus a dedicated power outlet for the accessory Garmin GPS that mounts at the center of the bike’s upper triple clamp. Heated grips are a $300 accessory, but they come standard on the Touring version of the Multistrada S.
For detail Information ...motorcycle.com

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2010 Honda CBR1000RR C-ABS Review

Whether it’s simply coincidence, a barometer of the still-weak world economy or a sign of changing OEM methodologies, we’re not exactly sure, but that no significant updates made their way into the crop of Japanese literbikes for 2010 is a matter of fact.

The past year saw two all-new models (the R1 and GSX-R1000) continue the typical two-year development cycle from Japan. Prior to 2010, each new model year generally saw at least one model from the Big Four receive heavy revision. This year is something of a dry spell. But, hey, at least there are a couple changes in the liter class. In the 600cc supersport arena there’s nothing even worth mentioning in terms of revisions for 2010!

With Yamaha and Suzuki supplying clean-slate designs of the R1 and Gixxer 1K in 2009, the round robin revision cycle had us anticipating news of big changes from Honda’s and Kawi’s literbikes. Especially since the last overhaul of each came in 2008. Alas, it was not to be, as Big Red and Team Green implemented only mild updates.

Honda’s CBR1000RR didn’t necessarily stagnate this season, but an unspecified increase in flywheel size, a new muffler cover and revised license plate bracket are just about on par with the Zed’s “news.” So we begrudgingly grant the Honda a status update, but clearly things are slowing down in hyperbike land.

While attending the 2009 U.S. round of WSBK at Utah’s Miller Motorsports Park a Honda rep told me this reeling in of rapid-fire changes might happen for the whole sportbike class, and indeed it seems it has.
No news is good news

We didn’t expect to be able to discern much about a marginally larger flywheel, but to say that we at least tried we took a quick spin around the track. We have to wonder, though, just how much increase was made to the flywheel, as claimed curb weights for the 2008, 2009 and 2010 models are identical at 439 pounds.

We were right. Not much in it to say, “Hey, I’m a new 2010! Not like that stinky ol’ 2009 model! Puh!”

However, a day of beating up on the mostly unchanged 2010 CBR1K only reminded us of all the things we liked so much about last year’s bike.

As we noted in our 2009 Literbike Shootout, the CBR doesn’t post the biggest horsepower numbers, but its wide powerband made it the best street engine of the group. And much of what’s adorable about the Honda’s engine during street rides is also enjoyable and advantageous on the racetrack. A super-stout midrange offers the strongest pull earlier in the rev range than any other literbike. Its torque peak of 76.6 ft-lbs is not only the highest of the 2009 inline-Fours, it also boasts a twisting force advantage over a 5000-rpm range.
Last year I had the grand opportunity to sample Honda’s new Combined-ABS for sportbikes when I test rode the 2009 CBR600RR C-ABS at Honda’s private testing facility. I couldn’t say enough good things about the new system, as you can read here in our 2009 CBR600RR C-ABS Review. However, we forsook using the CBR1000RR with C-ABS in last year’s liter battle. That meant I was the only rider here to have had the pleasure or riding the computer-controlled ABS for Honda supersports.

This year we seized the opportunity to ride the C-ABS-equipped thousand, giving Kevin Duke his first taste of the system.

“The Combined part of the C-ABS works really well on the track,” remarked KD on his first experience with the linked anti-locks.

“Hard-braking situations that would have other bikes wagging their back ends during corner entry were utterly composed with the CBR’s system. The way the addition of a slight amount of rear brake settles the chassis when braking provides a feeling of security, regardless of the safety aspects of the ABS part of the system. If I were in the market for a CBR1000RR, I wouldn’t hesitate to choose the C-ABS version.”

Ultimately there’s not a lot to parade about as big changes for the CBR, unless you want to talk dollars.

The Honda’s MSRP has bumped up to $13,399 for 2010, a $400 increase from 2009. But the 2010 bike’s tag reflects a full $1800 over the 2008 model. That’s a sizable leap for what is essentially the same bike as two years ago. Eesh! Seems Japan is still having a tough go of it.

Regardless of a dearth of impressive updates, the CBR1000RR is still an excellent bike. And with the same condition across the class this year we’ve no reason to expect the Honda wouldn’t come out the overall winner in 2010 against Kawasaki, Suzuki and Yamaha, just like it did in last year’s shootout.

However, there’s a new inline-Four kid in town. And by judging recent feedback about the performance of BMW’s S1000RR, we expect the Big Four are all back at the drawing board feverishly penning new literbikes.

Stay tuned to find out how the uber-powerful new Beemer stacks up against its rivals!

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2010 Harley-Davidson Sportster Forty-Eight Review

The Sportster is a cornerstone of Harley-Davidson’s empire.
t’s been a part of the annual lineup in one form or another since the late ‘50s and shows no signs of going away. Seems the Milwaukee brand knows a good thing when it has it. (For the sake of this article let’s just pretend that Buell still exists!)

Typically, Sportster models are the lowest-priced bikes from H-D and have one of the lowest seat heights in the line. Most importantly though, Sporties offer the core Harley experience: an air-cooled, pushrod V-Twin-powered cruiser. And they do so with little pretense. For these reasons and more, the Sportster is often the gleam in the eyes of new riders or those lusting for that first Harley.

Of the seven models that currently comprise the Sporty line, five are powered by the fuel-injected, rubber-mounted, air-cooled, 1203cc Evolution V-Twin, which Harley says is good for 79 ft-lbs at 4000 rpm. The 883 Low and Iron 883 are the other two Sporties; and as part of their names imply they’re powered by an 883cc version of the Evolution Twin. Like all Sportsters, the 883 models are fuel-injected.
Harley has seen fit to freshen the face of the Sporster the past couple years, creating the Nightster and Iron 883. Both models are also part of a subset of Harleys called Dark Customs. The 2010 Sportster Forty-Eight is the most recent addition and the third Sporty to join the Dark family.

The all-new Forty-Eight continues in the low-brow, bare-bones motif of its Dark Customs brethren.

Like the Nightster, this latest Dark Custom family member features a blacked-out Evolution V-Twin engine and other blacked-out components including air cleaner cover, hand controls and turn signals.

Hinting at the Forty-Eight’s bobber-inspired styling is a 2.1-gallon peanut tank, chopped front fender, solo saddle, and a chubby 16-inch front tire riding a black laced wheel; its 16-inch mate rolls out back. Another clue to its bobber theme are mirrors mounted below the handlebar. Beyond all the tuff stuff, however, the Forty-Eight is in essence a 1203cc (73.4 c.i.) Sportster.
more Information Motorcycle.com

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