But some suppliers will talk-a little. Mike Parker, vice president of business and corporate development for Ontario-based Revolution Rotary Engines, says, "We have certainly looked at motorcycles as a viable product. We could, for example, provide a more practical hybrid engine than a larger conventional four-cylinder engine. This can translate well for motorcycles. A rotary has far fewer moving parts, is lighter and smaller, has a superior power-to-weight ratio, is more fuel efficient and offers more bike-design possibilities." Parker cites a single-rotor, 35- to 45-hp unit that displaces 294cc and weighs 33 pounds (block alone) as an engine that could be a nice fit for motorcycle application.
Revolution Rotary Engines supplies 22- to 300-hp engines to OEMs and is currently working on a twin-rotor unit that will produce about 100 hp, according to Parker. He offers that low emissions, low vibration, high torque and high-revving rotaries are well suited for bike applications.
Simon Warburton, product manager for Triumph Motorcycles in Britain, agrees that government pressure will steer future motorcycle design more than any other force. "Many of the changes we will see in the next few years will be in response to legislation on exhaust emissions and safety, rather than to consumer demand." Warburton predicts. "In a few years all bikes will be ride-by-wire, and variable valve timing will become more common. Both of these technologies can give improvements in fuel consumption and exhaust emissions.
"There will be more use of biofuels," he adds. "Their compatibility with current engine technology and distribution networks gives biofuels a big head start in the battle for future transport power, the biggest obstacle being the production of methanol. It's clear we can't produce enough by growing plants in fields, but I wouldn't bet against alternative manufacturing methods being developed.
Enertia by Brammo Motorsp...
Enertia by Brammo Motorsports
"Electric vehicles with big batteries aren't solving the problem, just shifting emissions from the vehicle to the power station. While a power station may be more efficient than a small internal-combustion engine, there are huge losses in transmitting power along hundreds of miles of power lines.
"Hydrogen-powered fuel cells are almost certainly not the answer due to huge problems in producing, distributing and storing hydrogen. Lighter weight will become more of a goal. It currently is an issue for sportbikes because of the performance implications. It will become more important for cruisers because of its impact on fuel consumption and exhaust emissions."
While manufacturers look into their crystal balls and struggle with foggy choices that may make or break their future, we may be looking at a shakeout that hasn't been seen in the industry since nearly a century ago-when the U.S. boasted more than 100 motorcycle makers. Coincidentally this was about the last time transportation technology took a leap. But will motorcycling also be shaped by a changing political climate?
"Nobody here is an engineer, so we can't predict what powertrains will win out," comments Lance Oliver, the AMA's special projects editor. "Our mission is not going to change because the bike changes. The good thing is that bikes will have the same advantages over automobiles they do now, such as using less energy and less room, and their lighter weight makes them easier on roads. These qualities will carry over no matter what powers them."
Beyond the traditional advantages motorcycles offer a traffic-clogged, fuel-challenged society, Oliver says the battle will continue to ensure that bikes are considered a practical and acceptable aspect of our government's transportation strategy. "As more motorcycles come online their place on our roads comes more into play," Oliver adds.