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Discussion Starter · #1 · recently published their review of the LiveWire and they gave it an Editor Score of 86%. It's an incredibly in-depth article and there are plenty of things that they talk about and highlight about the LiveWire. It also comes with a full list of the LiveWire's specs as well.

Their "Highs" were: Brutal acceleration, Hi-Tech, and Finally, a major OEM has committed to the electric market.
Their "Sighs" were: Pricey, Heavy, and Ride quality is surprisingly harsh.

Here's the full link for you to read -

Here's what they said about riding the LiveWire:
Hopping on, my initial impression was how narrow the Livewire is. This definitely ain’t your average Harley. The rider triangle sits the rider a little forward, but without a windscreen it’s just enough to cut through the wind at higher speeds without feeling like too much of a sail.

Like all electrics, the intoxicating part of the ride is twisting the throttle. It’s no different with the Livewire; twist your wrist (especially in Sport mode) and hang on for dear life, because this thing will rip your arms off. Acceleration is mindblowing, and if you’re brave enough to look down at the clear and bright TFT gauges, the speedo will skip several numbers on the way to triple digits. Eventually the mind adapts to the thrust, gets used to the silence, and starts to appreciate the ease of twist-and-go motorcycles, which then affords the brain some room to notice other things.

For example, Livewire’s ride quality is somewhat surprising. It felt as though I could feel the tires rolling over the pavement, with each little imperfection transmitting itself through the tires and to the bars in the form of buzz through the bars. Suspension compliance at both ends felt a little harsh, too, even though it appeared as though (at least for the shock) there wasn’t much preload dialed in. Too stiff a spring maybe? Weird, considering most stock spring rates are spec’d for 150-pound small dudes like Yours Truly, but maybe H-D sprung the bike for the (heavier) average American instead. Nonetheless, on smooth pavement the Livewire rewards the rider who flows through the corners. Try to force the 549-pound bike and it’ll protest, mainly by showing a slight tendency to want to stand while trail braking. Bikes this heavy shouldn’t be manhandled anyway.

Initially I was worried the relatively small 300mm rotors wouldn’t be up to the task of slowing this heavy bike down repeatedly. However, in Sport mode (the mode I kept it in exclusively) regen is set to approximately 80%, and after a bit of experimenting, you find you can simply use the regen to scrub speed for a corner without touching the brakes at all. At slow speeds you can even regen all the way to a stop. So, if you end up a little too hot, regen mixed with a small dab at the Brembos should set you right. Of course, if you’re the type who prefers freewheeling, setting the regen to a lower setting will mean more work for the Brembos.
While they're impressed by the LiveWire's performance, they have a hard time getting around the LiveWire's price. Especially with the lack of government incentives that are available.
Of course, treating the Livewire like a sportbike is kinda missing the point. Harley-Davidson would like you to believe Livewire isn’t for an existing “type” of rider. It’s for someone who wants a premium electric motorcycle.

And this is where I see a problem.

In all fairness, the Livewire is a very good electric motorcycle, deserving of the premium status Harley-Davidson has thrust upon it. It checks all the boxes a top-shelf electric should: brutal power, good looks, acceptable range, fast-charging capability, and tech-heavy features. But here’s the thing: At nearly $30,000 ($29,799), it costs basically as much as the Energica Eva, which rings in between $21,656 – $30,443 (However, this high price includes every option Energica has available for it, including luggage, covers, and anodized bolts. Opt for just the performance options and you’re looking at $28,190).

More importantly, it’s significantly more expensive than the Zero SR/F ($18,995 – $23,295), which some would say is the standard-bearer in the category. It has much of the same tech, charging, and performance features, and arguably handles better. Regardless which of the three you like better, the barrier to entry is high, meaning those who can cross it are an incredibly small group.

But what’s worst of all for electric motorcycles (at least as of this writing) is the lack of federal incentives to offset this large initial cost, relegating these machines to the affluent few who consider themselves early adopters and really want an electric motorcycle. To help offset this, all authorized Harley-Davidson Livewire dealers (of which there are approximately 250 globally at press time, 150 in the U.S.) will offer free DC fast charging for two years to all Livewire owners. Further, Harley will provide U.S. Livewire owners with 500 kWh free charging at all Electrify America DCFC stations. That comes out to about 40 charges.

Ultimately you either like the Livewire or you don’t. It doesn’t necessarily do anything wrong, but it doesn’t blow the category away in a manner that would justify the cost over the competition. But give Harley credit for finally getting in the game. This could be the jump-start the industry needs.
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