Cycle News - Archive Issues - 2000's

Hunwick Harrop Phantom 1500 Bimota YB 11) attached to the engine by means of a U-shaped aluminum casting bolted to the front cylinder and the upper part of the cran~cases, between the V of the cylinders. Twin 320mm French-made Beringer front discs are gripped by four-pot calipers made by Harrop themselves, who are also responsible for the handsome cast-alloy wheels, both 17-inchers with the rear sporting an R1-esque six-inch rim. These are both fitted with Dunlop D207 sportbike rubber, the rear a 180/55ZR 17 cover that would not disgrace a leading-edge Supersports contender. It's a cruiser, Jim - but not as we know it. (Above) The Phantom retains a classy look to Its Instrument panel, with lust a simple speedometer and warning lights mounted Into the fuel tank, which as it turns out isn't really the fuel tank at all. (Right) The 90-degree Y-twin engine puts out 100-plus horsepower. (Below) Swoopy, sleek styling defines the look of the Phantom 1500. THE MAGIC RIDE That conclusion is reinforced when you hop aboard the Phantom for an afternoon cruise around the highways and byways of western Sydney, including a handful of laps around Parramatta Park, the local version of Hyde Park or the Bois de Boulogne, whose perimeter road once served as a popular racetrack for Formula One Maseratis and the like back in the 1950s. It wouldn't take much for the Phantom to follow in their wheeltracks nowadays at just about the same pace, for once you've cranked the engine into life and it's settled down to that unmistakable trademark lilt of a 90-degree V-twin, you're aware there are reserves of performance just waiting to be tapped once the road opens up and the traffic lights disappear. Yet just loping around the streets, the Phantom is extremely relaxing and easy to ride - that laid-back riding stance isn't too extreme, nor are the footpegs excessively far forward consistent with the control that's needed, bearing in mind the 100 mph-plus powercruiser potential of the motorcycle. Your right leg also doesn't need to splay permanently outward to avoid the carb or airbox, such as on those motorcycles of the porcine persuasion, and this makes riding at speed much more comfortable, as well as giving more control in turns. The wide-spread handlebars sprouting up from the top of the Paioli stanchions give a smooth and graceful look to the front end, and are also congenial to hold on to - though you do have to grip them tightly when you crank that light-action throttle wide open and give the Phantom its head. In spite of those big, heavy pistons and the meaty, wedge-shaped flywheels, the HH engine spins up much faster than one of its pushrod American rivals, though pickup from a closed throttle is rather abrupt and it's quite hard to get back on it again without the jerky response typical of motorcycle EFI, which even MoTeC's sophisticated mapping hasn't so far eradicated. 16 FEBRUARY 21, 2001 • IC U IC (Above) The Hunwick Harrop gets a 51mm Paioli fort< with Beringer brakes and Harrop calipers. • _ A Triumph/Aprilia/Benelli Sagem EFI package feels smoother in its pickup - but HH R&D is still ongoing, and Hunwick says they're working on this final refinement. However, the Phantom accelerates smoothly from as low as about 1800 rpm or 30 mph in top gear without transmission snatch, according to the clean-looking instrument cluster (no tachometer, though) and warning light array located in the top of the fuel tank. Except that it's not the tank - that's the cover for the airbox, and the 4.03-gallon fuel load is beneath the seat. This low-down weight and the kicked-out steering geometry, plus the truck-like 1700mm wheelbase, all contribute to good stability at speed - but what was a genuine surprise was how well the Paioli forks ate up the many bumps around what is now very much an ex-GP race circuit. They're very compliant and don't bounce up and down as you might expect with such soft springing. Unfortunately, the linkless, vertically positioned Koni rear shock is obviously tailored to provide the kind of hardtail ride that's considered de rigueur among the cruiser cult, and has limited travel, resulting in a hard ride. It's just as well the distinctly un-phantasmagorical 528pound dry weight of the Phantom makes it sit down reasonably well over bumps. In spite of all that weight, the Beringer brakes worked very well, but what was most impressive was the way you could hustle the Phantom around turns without too much fear of it grounding out, even with those sticky sportbike tires fitted. Of course, you can get things scraping if you try really hard - but with around 35 degrees of lean angle available, n __ s ENGINE TYPE Hunwick Harrop water-cooled, DOHC, 90-degree V-twin, belt-driven camshafts, four valves per cylinder BORE x STROKE ,,, ,101.6 x 92.075mm DiSPLACEMENT 1493cc (91.lci) COJI'IPRESSION RATIO 9.25:1 TORQaE/HORSEPOWER 101 ft./Ibs, @4250rpm/l02 hp@6250 rpm (at rear wheel) ENGINE MANAGEMENT SYSTEM Electronic fuel injection and ignition control, dual 45mm throttles in one body, full sequential mapping, one injector per cylinder Scavenger wet sump with spin-on filter cartridge U1BRICAnoN SYSTEM . , GEARBOX Integral 5-speed, constant mesh CLUTCH Hydraulic, wet multi-plate FINAL DRIVE , LFO 530 o-ring chain FRAME TYPE Aluminum spine, stressed·engine construction , 66.9 inches WHEELBASE ...........•..•.. , RAKE ................•......................................... , ....31.5" SEAT HEIGHT 27.2 inches WHEEL TRAVEL Front _. . . . • . . . . . .•.•..•..•. ' . . . . . . . . . .5.1 inches Rear .....•.........•.....•............ ' 3.9 inches S

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