Harley vs Mercedes anyone?

A superbike versus a supercar. A two-wheeler versus a four-wheeler. Air in your face versus creature comforts. Such comparisons always excite motoring journalists. Even if it means comparing apples to oranges, so what? And why do it? Simply because for a somewhat similar performance and snob value, the price difference between a two and a four can be mammoth. A super four can cost as many as 10 times a super two. Oh! Two and a four reminds me of introducing our readers to our first contestant. It’s actually a four and a eight! Harley-Davidson Forty-Eight—customised at that, which was unveiled at the Auto Expo in Delhi earlier this year and is now on our roads—powered by the rowdy Evolution 1200cc V-Twin engine that churns out loads of torque (95nm@3500rpm) and the distinctive Harley engine feel (Harley, as a policy, doesn’t reveal engine power figures). Our second contestant is more a work of art and a fashion accessory than an automobile. It’s the convertible version of the Mercedes E-class series, called the E350 Cabriolet and powered by a 3498cc V6 engine producing a peak power of 272kw@6000rpm and a peak torque of 355nm@2400-5000rpm. Before I go any further, let’s get some facts straight. A four-wheeler, logically, is quicker, more powerful and handles better than a two-wheeler. Formula 1 cars do a lap much faster than MotoGP bikes. Mitsubishi Lancer Evolution will likely beat BMW F650RR in a rally. So physics favours four-wheelers. But these are controlled conditions. What happens if the test is done in circumstances that exploit a two-wheeler’s strengths—for instance, city roads and highways, where we most use our vehicles? Here I must also add that I am biased towards motorcycles. They are so much more fun to ride, keep you close to nature and are, arguably, as safe as a car. And compared to a car, they don’t pinch your pocket much. So economics sides with two-wheelers. Straight line ability Coming to the comparison test, since both the machines come from the lands of straight roads, what better way to gauge their character than by putting them into straight line race. First, the Forty-Eight. Getting on to the low solo saddle on the Forty-Eight is quite easy, what is not is controlling the clutch after you shift into the first gear. Such massive is the pull that the 260kg bike is pulled forward simply by releasing the clutch. Open the throttle and the bike literally ‘screams’ its way to a ton, with the bike’s Screaming Eagle twin-exhaust making everyone take note of the bike. But, surprisingly, the potato-potato beat is soothing to the rider as are the vibrations from the engine. The power delivery is uniform in all gears and every shift at the right rpm literally snaps your head back. The 0-100kmph time for the Forty-Eight is a little less than 7 seconds, thanks to its superior power-to-weight ratio. The E350 Cabriolet, on the other hand, takes you to a ton in creature comforts. No fiddling with gears and no controlling clutch (it’s an automatic, obviously), just press the floor-mounted accelerator, hold the steering wheel firmly and watch the scenery being fast-forwarded. The convertible has two driving modes: Economy (E) and Sport (S). While mode E provides smoother shifts and is fine for everyday driving, in mode S the engine revs higher, the gear shift is quicker, and acceleration time slightly better. The E350 Cabriolet goes from 0-100kmph in a little more than 7 seconds. So the round one goes to the Forty-Eight. Ride & handling Slightly slower though the Cabriolet was in the straight line race to a ton, its 272 horses show who’s the boss at speeds above 100. And here’s where physics comes to its help. The Cabriolet’s stability, aerodynamic stance and immense power inspire confidence at three-figure speeds and the driving fun begins all over again once you are above 3000rpm. The Forty-Eight, though, doesn’t lose steam even after 100, but the air pressure on your helmet visor goes so immense that it becomes hard for the Harley to catch up with the Merc. So the round two goes to the Cabriolet. Comfort Now on to long, relaxed drives. This, some might feel, is a no contest. Of course, the Cabriolet was designed for a quiet and smooth ride for four, who sometimes want to feel the gentle breeze over their heads. And it doesn’t disappoint. The cabin has almost all the luxury features you expect of a car this segment. The front seats have enormous legroom and the sitting position can be adjusted in a zillion different ways. There’s a control within reach for almost any function the car performs. But is this really an E-class? Not exactly. Though it wears the E badge, it is more compact and not as comfortable as the E-class. The Cabriolet lacks rigidity too, a fact reflected when you take it to bad, pot-holed roads, on which the drive becomes uncomfortable. But what is lacks in rigidity, it makes up for in exclusivity! Tell me how many four-seater convertibles we have in India? At least none at this price point. There’s the cheaper Mini Cooper Convertible and then the far more expensive Maserati Grancabrio. An altogether different kind of comfort is expected from the Forty-Eight, which it delivers in dollops. The potato-potato beat of the Harley and the vibes the engine sends to the body make you connect to the bike. The one down, four up gearshift takes some getting used to (you’ll hear a clunk every time you change gears) and the clutch is on the harder side. In fact, a weak left forearm means you’ll have to take a break every few kilometres of riding. Since both the Cabriolet and the Forty-Eight have their own definitions of comfort, to judge a clear winner would be injustice. But, again, and especially because of the fact that a long ride on the Forty-Eight starts pinching your back, round three again goes to the Cabriolet. Brand value Now coming to brand value, something all the high-end machines are associated with. Although both attract eyeballs, the Forty-Eight, in addition, attracts questions—it is helped by the fact that a bike rider is always more approachable as compared to a person cocooned in the comfort of a car. As a closed-roof, the Cabriolet doesn’t look much different from other Mercs, but once you open its soft-top, the car’s exclusivity comes to the fore. But, realistically, the number of people who actually use the convertible as a convertible is about the same as the percentage of SUV owners who go off-roading. So, the exclusivity is limited. Thus, round four goes to the Forty-Eight. Retailing at R76.58 lakh (ex-showroom, Delhi), the E350 Cabriolet is for a selected few who can compromise E-class comfort and rear-seat space to exclusivity, while the Forty-Eight (R8.65 lakh; Customised Forty-Eight at R10 lakh) provides for a true American riding experience at a somewhat affordable pricing point. Considering the fact that bikes generally offer better value for money in the world of wheels, the Harley would be our choice.