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Customs & Cruisers
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Issue 124 : August - September 2002Custom & Cruiser SpecialFuture's so bright I gotta wear shades
Yamaha really launched the Japanese assault on the Harley-led cruiser market years ago with the Virago. That bike introduced riders to the novel concept that V twins didn't have to shake your fillings out and soak you in oil. The gauntlet was down and Harley-Davidson came back with massively improved engines but Yamaha have stayed with the plot, both increasing and refining their cruiser range. Now it's common knowledge that the British motorcycle market is predominantly sports - orientated but despite the scorn of those whose criteria are exclusively performance-based, the cruisers market is growing. There are definitely a lot more bikes that emphatically fall into the cruiser bracket today than there used to be but then again there are a lot more motorcycles than there used to be a few years ago, so whether the cruiser share of the market is increasing is less obvious. Yamaha's experience is that over the last year the cruiser share of Yamaha's sales is pretty constant at about 6% of UK sales. In the USA and Europe where cruisers and tourers represent a far larger proportion of the motorcycle market the picture is quite different of course. The resurgence of Harley-Davidson since the mid eighties has undoubtedly fuelled the cruiser market and the Japanese have not been slow in coming forward with a variety of alternatives in an 'anything you can do, we can do better' philosophy. In embracing the cruiser style motorcycle the Japanese, rather than displacing the American company that started it all, may well have simply fostered the appetite for cruisers and brought more people into the motorcycle market, some of whom might never have bought a sports bike or tourer. Paradoxically the Japanese may thus have increased the sales of Uncle Sam's bikes by enhancing the credibility of the cruiser as a motorcycle option. In short, for all concerned in the motorcycle industry it's probably a win win situation. The question presents itself however - will the increasing use of speed cameras and increasing impatience with high speed antics depress sports sales and propel more riders into the cruiser market as a two wheeled alternative? This probably depends upon whether the average sports bike rider is into motorcycling in a general way ie for the pure love of being out in the air on two wheels, or specifically for the adrenalin rush of high speed. Time will tell and much will depend on the success of the motoring/motorcycling lobby in challenging the growth of high tech speed enforcement to its logical conclusion of zero tolerance. From a political perspective the cruiser's future certainly looks safer than the hyper sports bike, since cruisers are far less often involved in fatal accidents and it's the fatalities which really fuel the demands for draconian legislation. From the manufacturers point of view, having a basket of options seems like plain sensible forward thinking policy.
Back to Bournmouth
'Warmer' in style than the Northern unit, their Southbourne home exudes a cosy familiarity more in keeping with the intimately bespoke character of the business. Battistinis continue to operate as the prime agents for Arlen Ness products in Europe, a symbiotic relationship that has been enhanced by Ricky Battistinis' move to the USA to work closely with the American custom guru. As an endorsement of the English company's status in the world of haute coitture motorcycles this takes some beating. Ricky remains connected with the Bournmouth operation, anticipating a trans Atlantic existence that mirrors the 'special relationship' between the two nations. The English side is now led by brother Mark who headlines a small team including sister-in-law Sam Battistini and craftsman David Marshall who's responsible for all the in-house fabrication. Painting is handled by locally-based Terry Spencer who has trained with American maestro Jeff Mcann, and has enjoyed a long relationship with the Bournmouth brethren. David, whose self evident hands-on abilities are complemented by a degree in mechanical engineering, emphasises that the company is happy to take on small jobs. His broad Glaswegian tones sound displaced in The Beautiful South and he's eager to dispel the myth that Battistinis are only interested in big buck playboys scattering blank cheques for grandiose projects. Battistinis have made a name for themselves by building top flight specials that have featured in custom mags world-wide, and full Battistini bikes do start at £24K but most of the business lies with more modest projects. I give him an example of a customer who walks in and says 'look I'm not up for the full Monty I just want this mudguard re-styled or some handlebar risers built just like this, or I want my bike lowered an inch or my tank stretched.' 'Can do' is the answer and it isn't a reluctant one. 'A lot of people have this idea that we're only for fat cats and it's noo true but some of people are awful anxious about the price; if they're that bothered just gee us a ring.' (accent simulation ends here) Milling, turning, tube bending, tig/stainless welding facilities are all on site and most importantly under the control of someone who understands their operation and realises their potential. It's not all custom stuff either. Engine projects or straight forward repairs and servicing work are all covered with capacity for that work set to increase shortly with the arrival of a Harley-Davidson factory-trained technician. Battistinis is a house of dreams where pretty much anything you want can be done. Where the average merchant may look puzzled, stroke his chin thoughtfully and wag his head, at Chateau Bat things are different. If your idea is mechanically unsound or aesthetically sad you'll get advice rather than a tragic trip up a path of ruinous insanity. These people have been at the game a while now and though they'll steer you aside from foolishness they wont baulk at the ambitious or turn away the mundane. The Batt cave can turn out some Ritzy kit but don't be frightened - it ain't the Ritz. Ian Mutch
BMW R1200 CL
Four headlights are integrated into the fairing - two for low beams and two for high beams - which gives the R1200 CL an unmistakable, striking face and ensures excellent illumination of the road ahead. To retain the essential raked forks cruiser element, BMW's unique Telelever front suspension system has been completely reworked with the fork struts now further apart to accommodate the more stable 150mm-wide front tyres. The rear suspension's overall spring travel has increased by 20mm (compared to the R1200 C) and is now 120mm. Pre-load adjustment can easily be made by hand. A body with soul The R1200 CL is an extremely sturdy motorcycle. The rear wheel, swinging arm and axle housing have been reinforced and modified to accept the larger rear brake. In addition, a brand new, reinforced rear frame has been designed to take the footboards, case supports, luggage rack, modified side supports and new seats. Generous footboards for the rider contribute to one of the most relaxed riding positions of any cruiser. Passenger footrests offer excellent support so that touring becomes a fatigue-free experience. Seats are separate for passenger and rider. The rider's wide, comfortable saddle comes with integrated hip support and - thanks to the adjustablity of the footboards and a ride height of 74.5cm (29.3in) - is one of the most comfortable of any cruiser currently available. The passenger's seat has also been designed to provide a comparable level of comfort but is slightly higher to afford a better view over the rider's shoulder. Integrated colour-matched luggage cases and top case are fitted as standard and include a luggage bridge made of cast aluminium that incorporates pillion grab handles. The cases are watertight and feature a surround closing system. Despite being stylish, and in keeping with the cruiser concept, the newly designed cast aluminium wheels are also small - a 16-inch front and 15-inch rear - but allow the use of extra large tyres: 150/80 and 170/80 respectively. The R1200 CL is the first BMW cruiser available with EVO front wheel braking as standard and optional Integral ABS - the world's most advanced brake technology for motorcycles. Power punch On the open road, the low-stressed, low-revving engine gives effortless power. Cruising has never been so easy. The R1200 CL is equipped with the same engine that has already been proven in the R1200 C. The 1170cc, boxer engine is tuned to produce more torque for use at slow speed rather than for maximum power. Finished expansively in high quality chrome, the big twin delivers 61 bhp at 5,000 rpm, but equally important is that it produces 70 lb ft of torque at just 3,000 rpm. The Motronic engine management system optimises torque at low engine speeds. This means that the maximum possible torque is produced, allowing superlative throttle control and excellent response when negotiating city traffic. The engine's copious torque is fed to the rear wheel through a new six-speed gearbox, heel-toe gear change and BMW's proven drive shaft. Sixth gear has been configured as an overdrive and together with the 17.5-litre fuel tank should provide a touring range of between 150 and 200 miles. Special equipment
BMW dealers will also offer a wide range of accessories, including passenger backrest and footboards, cylinder protection hoops, inner bags for the panniers, cup holders and an on-board communication system.
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Cruiser sales have grown dramatically in the last 15 years despite still representing a minority share of the UK market, but could speed controls shift the balance. Ian Mutch speculates...
Battistinis Custom Motorcycles have returned to their cultural home in Bournmouth after a spell operating from an industrial unit base in Glasgow.
The new bodywork and fairing of the R1200 CL transforms cruising into touring, without sacrificing looks or style. The elegant tourer fairing attached to the handlebars provides effective wind deflection and rider comfort. while the upper edge of the screen is not in the line of vision. This is a particular advantage when riding in rain or if the windscreen becomes dirty on long journeys. (An even shorter screen is available as an optional extra.) In addition, the rider can control the degree of wind deflection and protection by opening additional air deflectors if the weather worsens and the upper edge cutaway is contoured like a wave to deflect airflow around the rider. Separate bodywork panels on either side of the machine are integrated aerodynamically with windscreen and tank, not only deflecting the airflow but increasing downforce to enhance stability.