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发表于 2012-8-31 09:28
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Cyclenews 试驾~
http://cyclenews.coverleaf.com/cyclenews/20120501#pg33
篇幅很长，文中提到几点：
怠速900rpm，最大扭矩(约206nm)从2k rpm开始，持续到5800rpm，5档3k rpm过100迈（英里）！
CM老板Matt和X132
WWII, the Hellcat has been the mainstay of the Confederate Motor Company’s range ever since deliveries of the debut version started back in 1994. More than 500 such Hellcats were produced and sold before the company suffered a financial hiccup in 2001 - okay, call it a coronary. It went bankrupt. Refounded in 2003, Confederate developed a second generation, albeit quite different Hellcat model designed by J.D. Nesbitt, whom the perceptive Chambers, today a 56-year old former Louisiana trial lawyer who might have jumped straight from the pages of a John Grisham novel, had plucked from table waiting obscurity to become the re-established company’s chief designer. Alongside the radical looking Wraith he’s best known for, with its carbon-fiber girder fork front end, Nesbitt created an all-new Hellcat X124 also replete with carbon fiber. It earned the reputation of the Bimota of the Bayous, in design terms at least, for his imaginative idea of getting its swing arm to do double duty as the exhaust pipes. Around 75 examples of this version were made, powered by a variety of engines from companies other than S&S, all however following the same identical 45-degree Harley clone formula, before the model was dropped from the lineup in 2009. That’s when Chambers and current Confederate designer Ed Jacobs, the man entirely responsible for the avant-garde Fighter (and now for the third generation Hellcat X132), started planning this next-generation version after reaching agreement with S&S to start working together again. And to do so with the Wisconsin based engine manufacturer essentially producing Confederate’s own dedicated air/oil-cooled V-twin engine derived from its groundbreaking 56.25-degree X-Wedge motor, starting with the Hellcat’s 132 cubic-inch version – hence the X132 nametag. “Back in 1992 when I was working with [West Coast custom guru] Sandy Kosman on the original Hellcat, we dreamed of having a V-twin engine we could buy with a one-piece forged crankshaft,” says Chambers. “But we’ve had to make do until now with an old style, bolted-together, five-piece Harley-type crank so that, when you lean into that motor to get the kind of explosive lowdown hit of torque that Confederates are all about, the flexy nature of the crank makes it fall down hard in terms of vibration and robustness, which meant we couldn’t tie the motor fully into the chassis to create a rigid unitary structure that handled ideally. The S&S X-Wedge power plant changes all that. It has that forged one-piece crank and big flywheels that allow us to deliver that substantial torque safely and smoothly, and S&S has agreed to supply us with a special Confederate version of the 56-degree motor, with a billet crankcase machined from solid 6061 aircraft-spec aluminum, which has dedicated attachment points to specifically suit our frame designs. Oscar Wilde wrote that ‘A singularity of line, fusing power, strength and beauty, is a mandate of effective industrial design,’ and what the S&S motor allows us to do in the Hellcat X132 is to bring Ed Jacobs’ unique interpretation of that axiom to our customers. It permits Confederate to have an ultra robust mounting system, with the fattest swing arm pivot in the history of motorcycling all tied in with outrigger bearings to create a highly robust package, with the big, heavy crank right in the centerline. The Hellcat is lean, raw, muscular and primal, but with a seasoning of freshness. It’s the Jambalaya of motorcycles!” That’s some sales pitch - but Confederate has had to stay afloat to bring Jacobs’ innovative design to the marketplace, riding out the recession through a mixture of foresight and good management. Production numbers dropped drastically, to as low as just 35 bikes built and sold in 2010, but rising to 68 in 2011, and there were already a solid 62 orders under deposit for the new Hellcat model at the time I visited Confederate’s 8000-square-foot factory late last year. The workforce at the factory has risen to 13 people in preparation for production to rise significantly in 2012, to a planned total of 168 bikes this calendar year. Not Honda numbers, exactly, but still a cool $8.3 million worth of business - even if all of them are Hellcats. “We’ve seen out the downturn, even though it’s been very fashionable to not be seen buying a high-end luxury product like ours,” says Chambers. “But now our link with S&S allows us to go for growth by significantly reducing our prices, without in any way compromising on the quality and uniqueness of our products. And the Hellcat is just the start of this process – we’ll be adopting the X-Wedge engine across our model lineup, and Ed Jacobs has several other mind-blowing designs in the works built around that, which we’ll be bringing to market over the coming years.” Having ridden each of the previous Hellcat variants, as well as all other recent Confederate power- cruiser models, I was quite unprepared for what awaited me as I threw a leg over the X132. It was there that I nestled into the surprisingly comfortable ultra minimalist seat – Ed Jacobs is a master of making the improbable work well - to find a completely unexpected riding position that’s more Brands Hatch than Sunset Boulevard. Unlike its predecessors, this new Hellcat is no cruiser, but instead it’s a 21st-century re-interpretation of a typical old school British Café racer of the 1960s – but powered by a classically American V-twin engine
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发表于 2012-3-3 17:51
