Fiat 500: Driving impressions from the U.K.

Fiat lists some 24 different cars and minivans on the company Web site, and Alfa Romeo, which is owned by Fiat, shows nine more on theirs. There has been a lot of speculation about which, if any, of these models might make it to the United States in the wake of Fiat taking an ownership stake in Chrysler. The only model the new Chrysler has confirmed it plans to bring here is the Fiat 500. Company officials have said the goal is to begin U.S. sales of the 500 in about 18 months, allowing time for government safety and emissions testing. (See "Is there a Fiat in your future?")

A two-door hatchback with retro styling and slightly smaller than a Mini Cooper, the 500 is already a hit in Europe. But Americans know little about this stylish four-seater, and whether it will succeed here is anybody’s guess. Younger Americans will likely not be familiar with Fiat at all, or know that Fiat had a poor reputation for reliability when it pulled out of the U.S market in 1983. And those who owned Fiats (or will admit to owning a Fiat) don’t always have the fondest of memories.

Which?, a U.K. publication that like Consumer Reports does not accept advertising, recently tested a 500 and offered some thoughts from their review to share with our readers. (For the full original test, visit the Which? new car buyer's guide, a premium service.)

In a nutshell, Which? found the 500 to be a decent enough small car, but one best suited for cities. Its small size makes it easy to maneuver and park, but its stiff suspension made for a bumpy ride and testers found it tiring over long distances. They also found engine noise intrusive. The 500 did earn points for its handling, with responsive steering, little body lean, and plenty of grip. Brakes were also very good.

Our Which? counterparts tested a 500 with the most powerful engine available in their market, a gas-powered, 1.4-liter, 100-hp, four-cylinder. Which? recorded 41.5 mpg overall.

Electronic stability control is standard with the 1.4-liter engine, but optional with the 1.2-liter gasoline or 1.3-liter diesel-powered engines. Crashworthiness is a strong suit, and the 500 earned the top five-star rating in European safety testing. Room for two passengers up front is adequate, but limited in the rear— not altogether surprising for a car seven inches shorter than a Mini.

Unfortunately, Fiat reliability remains an area of concern. Like Consumer Reports, Which? conducts an annual reliability survey of car owners--the largest of its kind in the U.K. Their methods differ from ours, and some of the manufacturers and models are different, but Fiat, overall, ranks 35th out of 38 manufacturers. Because it is a relatively new model, there is insufficient data on the 500 for our colleagues to make a determination on its reliability. The larger, less expensive Panda on which it is based gets an average rating. (See "Chrysler and Fiat reliability – Merger of equals?")

We look forward to testing a 500, and we’ll keep you posted as its U.S. debut approaches. Let us know what you think of the 500, or would like to see in a U.S.-spec model.

—Jim Travers

Consumer groups seek warnings on used Chrysler vehicles

A group of five consumer groups is calling for window stickers warning potential buyers of Chrysler vehicles built before the carmaker’s May 30th bankruptcy. The sticker would point out that the company will not be liable if passengers are injured or killed in an accident caused by safety or manufacturing defects. Consumer Action, Center for Auto Safety, Center for Justice and Democracy, Consumers for Auto Reliability and Safety, and National Consumers League sent a letter to the Federal Trade Commission petitioning for this disclosure.

Under the bankruptcy agreement, the new Chrysler was absolved of any responsibility for vehicles built before the government-aided restructuring. An estimated 30 million such vehicles are still on the road. The consumer groups claim thousands of injuries will likely be caused by defective models. Chrysler opposes the stickers.

The new Chrysler will back vehicles built after Fiat took a significant stake in the company. The consumer groups argue that without the stickers, two identical models could be sitting next to one another on a dealer lot, one with consumer protection and one without.

The petition is being reviewed by the Federal Trade Commission. FTC action would require changes in the Used Car Rule of 1984. As the consumer groups explained: “The Used Car Rule is intended primarily to prevent oral misrepresentations and unfair omissions of material facts by used car dealers concerning warranty coverage. To accomplish that goal, the Rule provides a uniform method for disclosing warranty information on a window sticker called the ‘Buyers Guide’ that dealers are required to display on used cars.”

An agency spokesperson said the rule-making process could take more than a year.

—Jim Travers

Toyota, Lexus get new telematics system

Toyota is launching a new telematics system called Safety Connect to replace Lexus Link, a rebranded version of General Motors’ OnStar service.

Rolling out beginning with 2010 Toyota and Lexus models, Safety Connect will offer subscribers a menu of services similar to OnStar’s, including emergency crash notification and assistance, stolen vehicle locator, and roadside assistance. Like all telematics systems, Safety Connect uses a combination of cellular telephone, GPS, and computing technology to track vehicle location and communicate with a call center.

In the event of a collision serious enough to deploy air bags, the system will automatically notify the call center and report the vehicle location. An operator will then call the car to speak with occupants and determine what help is needed. If the operator is unable to speak with anyone, emergency personnel will be dispatched. Subscribers also will have the option of calling the center anytime with the push of a button for roadside assistance.

Lexus owners will have the option of upgrading to Lexus Enform, which adds services like weather reports and turn-by-turn directions. Users can contact the call center and ask an operator for directions to a specific address, nearby gas station, restaurant, or other location. The operator will then download turn-by-turn directions to the car.

Lexus Enform subscribers will also have the option of sending directions to their vehicle from any computer. Once they log into their account, the eDestination feature will allow owners to ask for directions to a specific address or access the same point of interest database used by Lexus’ navigation systems.

Prices and specific vehicle availability for Safety Connect and Lexus Enform have not yet been announced. A company representative said Lexus Link subscribers will be able to continue to use that service for the life of their vehicles. The Lexus Web site lists Lexus Link as a $900 option, with a $199 annual subscription. Adding turn-by-turn directions costs another $100 a year. In contrast, OnStar is standard equipment on most new GM vehicles, and its Directions and Connections plan is $299 a year.

To learn about the latest, high-tech road trip gear, check out our mobile electronic guide. There you can learn about the latest options in car audio systems such as satellite and HD radio, and MP3 connectivity; GPS navigation systems including Ratings of the latest models; and car video systems to help you take the show on the road.

—Jim Travers

First impression: Zero S electric motorcycle

Several manufacturers are now marketing electric motorcycles, but they remain a rare enough sight that riding one can draw a certain amount of attention.

While riding one of the newest electrics, a Zero S, in the neighborhood surrounding our Yonkers, N.Y., offices, people engaged in sidewalk conversations stopped and stared mid-sentence as I whirred past. I know this because I could hear them talking, even going by at 30 mph. The Zero is that quiet. It even drew attention from the local police, who pulled me over just to ask questions about the battery-powered bike.

So, what is it?
Santa Cruz, California-based Zero has been making an off-road motorcycle since 2008, but the Zero S is their first street bike. Like the competing Brammo, the Zero S is lightweight at 225 pounds, nimble, and easy to ride. (Read: “Brammo electric motorcycles coming to Best Buy.”) There is no clutch or gears to shift; you just twist the throttle and go. Disc brakes front and rear provide smooth, sure stops. With performance roughly comparable to a small, 250cc gasoline-powered motorcycle, the Zero S is targeted at commuters and urban dwellers who don’t need a lot of cruising range or high-speed capability. 

Company officials say the Zero S has about a 45-60 mile range, depending on how hard and fast it is ridden. Top speed is about 60 mph, and the lithium-ion batteries recharge in roughly four hours using any household 110-volt outlet.

Rather than using a traditional dealer network, Zero plans to sell their bikes direct to customers through the company Web site. This, they say, will help keep the price down. At $9,950, the Zero S is still expensive, and it is about 2-3 times the cost of comparable gasoline-powered models. But it’s also about $2,000 less than the competing Brammo, and the company says state and Federal tax credits could shave another $1,000-$3,000 off the price, depending on where you live.

Most of the cost is in the batteries, but CEO Gene Banman is confident his bikes have a future and that battery costs will come down. Banman says he’s seen a 25 percent drop in the last 12 months, and that he expects to be able to reach price parity with gasoline-powered motorcycles in about five years. That could make electric motorcycles a viable option for some, and maybe even make them popular enough that you don’t get pulled over just for riding one. 

See our motorcycle and scooter buying advice and ratings.

Also, see our recent first impressions of:
Aprilia 850 Mana
Can-Am Spyder motorcycle
Piaggio MP3 motor scooter

—Jim Travers

Personal Picks: Scooters and motorcycles

Summer has arrived, bringing with it warm days and elevated gas prices—conditions that make riding a scooter or motorcycle more appealing. If you are looking to buy your first two-wheeler, there are many things to consider, such as licensing, safety, and model choice. See our scooter and motorcycle report for buying advice, ratings, and safety information. 

For our report, we tested several small scooters (50cc), large scooters (125-150cc), and motorcycles (250cc). We have to confess, the staff enjoyed donning helmets and riding these bikes on our track and real-world streets. Through the process, everyone learned something about entry-level bikes and which they would choose.

Here’s we share personal picks from the test and editorial staffs.

Eric Evarts: There’s no question, the Kawasaki Ninja 250 is great fun to ride. Corners feel invigorating, as you lean the bike into turns, crouched over the handlebars. The little engine screams to redline, which comes up in a flash. And the brakes haul you down like you rode through glue. Best of all, the Ninja costs less than some of the scooters we tested.

For me, though, the best use of a motorized two-wheeler is in not taking a 3,500-pound car on simple, local trips to town for shopping and other errands. And for that, a scooter would work a lot better (providing your errands don’t include a week’s worth of groceries for a family of four). They have a lot more storage space, plus the easy step-through seating and lack of manual gear-shifting makes riding a lot easier. And by far the best scooter of the bunch is the comfortable and capable Kymko People. Its big wheels mean not every pothole is a menace, and it responds more like a motorcycle in curves.

It’s an axiom around here that riding a scooter makes everyone look like a dork. And that may be true. But if we could just man-up the Kymco’s color a little bit, it could feel a bit more righteous, rather than embarrassing.

Mike Leung: The Kymco People was the only scooter I’d consider of the group we tested. It was quick enough, went fast enough and felt the most stable in a corner (I’d remove the kickstand that scrapes on hard cornering, though). Plus, I’d choose a different color.

The Vespa 150 was nice enough in terms of comfort, but its cost is prohibitive and the performance was sub-par for that price tag.

The Honda Ruckus would be good as a pit vehicle at the race track.

Gene Petersen: A lot of people consider purchasing a scooter to save on fuel, but with overall mileage of many being not much better than a hybrid car, I wonder if they make sense. Still, if you’re going the scooter route, there are only really two that we tested that can be used for practical transportation: the Kymco People 150 and Vespa LX 150. Both feel substantial enough to ride securely around town and have just enough power to keep up with the flow of traffic typical of city and suburban roadways. I like the Kymco over the Vespa for its lower leg reach to the ground when at a stop, and the larger wheels bridge over cracks in the road to make for a smoother ride.

Before giving up four wheels for two, I think that anyone considering a scooter should take a scooter/motorcycle safety course.

Mike Quincy: I’ve had a great time getting reacquainted with two-wheeled motorized transportation. Like many, I used to ride but got sidetracked by houses, kids, and getting older. I’m glad to be back.

I like the classic looks of the Vespas we tested, but I can’t get past the price. Over $4,000 for the LX 150? You’ve got to be kidding. These things are supposed to save money.

I think if I spent the summer on Block Island, Martha’s Vineyard, or Nantucket, I’d get a Honda Ruckus. It seems nearly indestructible, has a classically-Honda smooth engine, and a no-nonsense attitude. I’d get it dirty, leave it out in the rain, ride it on the beach, and not worry a bit.

But for all-out fun, nothing comes close to the Kawasaki Ninja 250. It’s so unbelievably easy to ride and more comfortable than it looks. It could be the best bang-for-the-buck of anything with wheels and an engine.

Gabe Shenhar: As a former motorcycle rider, I came in to this test with the notion that scooters are by definition inferior to motorcycles. But now, after testing a bunch of scoots and as a middle-aged man, I discovered that scooters can be fun, a whole lot easier to ride and yet without hurting one’s masculinity. (Ahem – Ed.) They are easy to get on and off, have an upright riding position, under-seat storage, and their CVT automatic transmissions work well.

So with all the sex appeal of motorcycles, for me it’s “been there – done that.” Among the scooters we tested, we were quite surprised with how well the Kymco performed – quick, quiet, stable and sparing with fuel, but I could never see myself on one because it is just sooo ugly. That leaves only the Vespa LX 150 as a viable option – it’s quick enough, comfortable with a just-right riding position, wide and comfy suede seat, and of course, its classic charm.

Jim Travers: I’ve always felt more at ease and in control on motorcycles than scooters. Some may find the high, chair-like seating position of scooters more comfortable and their step-through frames easier to get on and off, but I’ve always felt like I’m perched high atop a scooter, rather than being an extension of it. You use your legs and body to help lean and control a motorcycle much more than you can a scooter, and a motorcycle’s larger wheels and tires add to that feeling of stability.

That said, my pick is the Kawasaki Ninja 250, hands down. The frame fits my own 6’2” frame much better than the Honda Rebel, and the ride is surprisingly comfortable. The Ninja is nimble, with precise handling, and the brakes are terrific. And there’s something about running the sporty, affordable Ninja up through the gears to that 13,000-rpm redline that never gets old. All this, and decent fuel mileage, too.

First impressions: Piaggio MP3 motor scooter

Consumer Reports staffers had a chance to sample a few bikes at a recent driving event outside New York. This is part two of three. Also see our first impressions of the Aprillia 850 Mana and Can-Am Spyder.

Piaggio MP3
Like the Can-Am Spyder, the MP3 scooter also has three wheels, with two in front. The big difference is that unlike the Spyder, the MP3 leans in turns like any other Scooter. A button on the right handlebar can lock it upright at low speeds, for parking and standing at a traffic light. There is also a manual parking brake.

The version we drove had the largest engine offered, a fuel-injected 492cc single-cylinder with 40 hp, mated to a continuously variable transmission, as is typical with scooters. It also had a large, protective fairing and windshield.

The MP3 is hefty. It weighs 538 pounds and costs $8,899--more than many midsized motorcycles. Smaller versions, with 244 cc and 399 cc engines are available for $7,199 and $8,699, respectively.

Eric Evarts: The MP3 was the easiest and most relaxed of the three bikes, which is not surprising for a scooter. What did surprise me was the power from the big 500 cc model. The unique three-wheeled suspension was almost unnoticeable once I was on the bike. The only strange thing was trying to weave through potholes and not knowing exactly where the front wheels were. Piaggio claims the extra wheel gives the MP3 much better braking than most scooters, which seems plausible. The big fairing made riding fast more comfortable than on the other bikes. But for almost $9,000, I’d rather make a nice down payment on a Honda Fit.

Gabe Shenhar: What an engineering marvel! Just to behold that articulation of the two front wheels is a joy to the engineer in me. Riding it is a fuss-free, comfortable affair. It is fairly agile, although doesn’t encourage sporty driving. The ability to crawl or wait at a light without a foot on the ground is great for beginners, as well as for those who can afford the convenience. I only missed not seeing the front wheels and knowing exactly where I put them on the road, such as when trying to avoid a patch of oil on the road.

Jim Travers: The Piaggio MP3 is an interesting concept. Like the CanAm Spyder, it is a three-wheeler, with two wheels up front. But unlike the Spyder, the two wheels are close together, and a sophisticated suspension lets you lean in turns like a conventional motorcycle. This is good. But when stopped, you can lock the suspension so the bike holds itself up. That’s a convenience, I guess, and might work sort of like training wheels for a new rider. But two wheels will always weigh more than one, and the MP3 felt front-heavy to me. Extra weight plus added cost doesn’t add up to fun for me.

Also see our first impression of the Brammo electric motorcycles coming to Best Buy.

Read our scooter and motorcycle buying advice and ratings; watch our video scooter buyer's guide; and check our more motorcycle blogs.

First impression: Can-Am Spyder motorcycle

Consumer Reports staffers had a chance to sample a few bikes at a recent driving event outside New York. This is part two of three. Also see our first impressions of the Aprillia 850 Mana.

Can-Am Spyder
The Can-Am Spyder is a three-wheeled bike with two in front and one giant wheel in back. The Spyder is made by Bombardier Recreational Products, which also makes Ski-Doo snowmobiles and Sea-Doo watercraft. It uses a 106-hp, 998 cc Rotax V-twin engine and belt drive, and it is available with either a five-speed manual or CVT automatic transmission. It even has a reverse gear and standard electronic stability control. It weighs 697 pounds.

Base price is $16,199 for the manual transmission model. The CVT adds another $1,500.

Eric Evarts: A Can-Am spokesman told me this bike is meant to attract new riders to cycles. Indeed, as a relatively novice rider, it had looked intriguing to me on the road as a more stable, potentially user-friendly alternative to a motorcycle. But the stability that was attractive standing still turned into a liability in turns. Since the bike doesn’t lean, you really have to. So it’s not an alternative for people with physical disabilities for example. In turns, it’s a really long reach to the far handlebar, and it’s hard to know where its limits are. Clearly, there is a learning curve. Perversely, the new rider in me found it more intimidating than two-wheelers.

Gabe Shenhar: The Can-Am’s width undermines the feeling of riding a bike. The fact that it doesn’t lean further removes the natural flow of man and machine. It is very fast, but only in a straight line. It does not like cornering. In fact it is so reluctant to turn that you have to “help” it by leaning your body outward like on a boat or an ATV, and that requires quite a bit of physical exertion.  To me, there was nothing fun about the Can-Am, or maybe I just didn’t get the point. I was happy to get off of it.

Jim Travers: Riding the Can-Am Spyder is unlike any other vehicle I’ve driven or ridden. The big three-wheeler, with two of those wheels and a lot of weight in front, feels more like a road-going snowmobile than a motorcycle. Fast and powerful, the company says the 106-horsepower engine is good for 0-60 mph in 4.5 seconds. I don’t doubt them. But in spite of lots of grip, I never felt comfortable in corners. I didn’t push it hard enough to activate electronic stability control, but it still felt disconcerting and twitchy. And the faster I went, the more it felt like work. Some of this was undoubtedly due to my inexperience, but frankly, I’d just as soon take my bikes with two wheels.

Also see our first impression of the Brammo electric motorcycles coming to Best Buy.

Read our scooter and motorcycle buying advice and ratings; watch our video scooter buyer's guide; and check our more motorcycle blogs.

First impressions: Aprilia 850 Mana

What’s a motorcycle? That’s the question begging for an answer after three Consumer Reports staffers had a chance to sample a few bikes at a recent driving event outside New York, including the Can-Am Spyder and the Piaggio MP3 (shown right). This is part one of three, focused on the Aprillia 850 Mana.

In keeping with our coverage of scooters and entry-level motorcycles, we focused on three models geared toward new riders, aiming to make it easier, and in some cases safer, for new riders to manage a bike. For instance, these three models use continuously variable transmissions to eliminate worries over shifting and the clutch. And two of these models have three wheels to alleviate possible stability concerns.

We didn’t test any of them at our test track and only had time for quick impressions on about a 10-mile driving loop. That said, here are some informal first impressions of the three staff members who rode them.

Aprilia 850 Mana
The 850 Mana is a traditional motorcycle but with a twist. Unlike most motorcycles, it has a scooter-like continuously variable transmission. The transmission has three automatic shifting modes: Sport, Touring, and Rain. It can also be shifted manually through seven ratios, using either a traditional foot lever or buttons on the left handlebar.

Like many scooters the 850 Mana has an enclosed storage compartment where other motorcycles’ gas tank would be. It is big enough to hold a full-face helmet. The gas tank is under the seat.

The engine is an 850 cc, water-cooled V-twin producing 76 hp. The bike weighs 491 pounds. But it isn’t cheap for new riders, at $9,899.

Eric Evarts: The 850 Mana took me by surprise. I expected it to feel big, powerful, and intimidating, but my expectations couldn’t have been further from the truth. The power, brakes, and ground clearance that made it easy to lean hard into turns all made it a cinch to ride fast. The best part was the CVT, which would allow new riders to focus their full attention on the road, rather than concentrate on shifting. And it took nothing away from performance or the joy of riding. Throttle response is quick, and you can shift manually when you want. If I had one nit to pick, it would be nice to have an automatic mode a little sportier than Touring and much less aggressive than Sport. The Mana’s helmet storage compartment and 12-volt power port are icing on the cake.

Gabe Shenhar: The Aprilia was a treat to ride. It was super agile with effortless power and great brakes. It also had a nice, compliant ride, was vibration free, and didn’t fatigue the wrists or lower back. It was strange not having a clutch on the left, but easy to get used to. With its agile and fluid handling it reminded me of a Ducati I rode years ago--quite a compliment. Too bad the bike had no tachometer.

Jim Travers: As a rider from way back, I like that the Aprilia 850 is a real motorcycle. And a nice one at that. With balanced, predictable handling, terrific suspension, easily modulated brakes, and a comfortable riding position, I enjoyed it the most of the three on the twisty roads in and around the state park where we had an opportunity to ride. Power was adequate in the hills, although I never got used to the automatic transmission. My left hand kept reaching for an imaginary clutch lever as I manually shifted through turns. Old habits die hard. 

Also see our first impression of the Brammo electric motorcycles coming to Best Buy.

Read our scooter and motorcycle buying advice and ratings; watch our video scooter buyer's guide; and check our more motorcycle blogs.

Is there a Fiat in your future?

The combined efforts of Fiat and Chrysler could produce some interesting new vehicles in coming years. While it is unlikely we’ll ever see a version of the wee Fiat 500 powered by Chrysler’s fabled Hemi engine like the one shown in accompanying photo, anything, as the saying goes, is possible. (Learn more about the Fiat 500.)

In Italy, the 500 is known as the Cinquecento,  or “Five Hundred” in Italian. Applying the same logic to a Hemi version of the same car would result in something called the Cinquemilllesettecento, (you guessed it, “Fifty-seven hundred”) a name that would be as much of a challenge to fit on a badge on one of the 500’s fenders as it would be to stuff the engine under the hood.

There are some more realistic, and only slightly less intriguing possibilities, however. The Fiat Web site lists some 24 different models, ranging from small, thrifty sedans and hatchbacks to family sedans and mini-minivans. Sportier and more upscale Alfa Romeo, which is owned by Fiat, shows nine more on their site. Although many of these models only score around mid pack when reviewed by the European automotive press when compared to other models in the market place. (See Which? Car on the Fiat Qubo.)

Combined, these storied Italian brands promise a ready stable of varied models, some of which could make good candidates for a Chrysler dealership near you. Others, like the spacious but somewhat odd Fiat Multipla mini/micro-van, might be a little too different for American tastes. But underneath the sheet metal, there are mechanical bits that could accelerate the state of Chrysler’s art.

The new Chrysler has said that the 500 (minus Hemi) will be coming to America in about 18 months, but the company has said little about what to expect after that. There has been speculation that the next generation of the lackluster Dodge Caliber compact and mid-sized Chrysler Sebring and Dodge Avenger sedans will likely be some of the first to benefit from the alliance. Freshly placed Chrysler Group CEO Sergio Marchionne confirmed the deep level of cooperation in a recent letter to employees:

“Over the next several months, we will begin the process of transferring Fiat's technology, platforms and powertrains for small- and medium-sized cars into Chrysler's manufacturing facilities. This award-winning technology will be critical to helping Chrysler round out its product line and give the company a strategic advantage in many markets around the world.”

We bristle at the comment of "award-winning technology," as many of the larger platforms that would be more appropriate for the U.S. market have be panned in Europe and need to be updated. (See the reviews at British automotive Web sites Top Gear and What Car.)

Indeed, Fiat has a long history of building small, fun-to-drive cars with efficient powertrains – something their new partner sorely lacks. Fiat can undoubtedly help Chrysler with that, and at the same time ease compliance with upcoming tighter CAFE fuel mileage requirements - something else Signore Marchionne indicated is underway:

“Work is already underway to develop new environmentally friendly, fuel-efficient, high-quality vehicles, including Chrysler's electric-vehicle program.”

We look forward to seeing and testing future models from the new company, and Marchionne’s remarks would seem to indicate the company is headed in the right direction.

But 18 months is still a long ways off, and Chrysler isn’t out of the woods yet. Both companies have earned low marks for owner satisfaction and reliability, although Chrysler was showing signs of improvement even before the bankruptcy. (Read: “Chrysler and Fiat reliability–Merger of equals?”)

Part of what drove Fiat from the U.S. market in 1983 was its poor reputation for quality, and that reputation remains elsewhere in the world today. Whatever new models are in the pipeline, making an improvement in satisfaction and reliability scores should be a top priority.

—Jim Travers

Brammo electric motorcycles coming to Best Buy

Best Buy may not be a store most people associate with motorcycles. It certainly isn't the place most riders would think of when it’s time to pick up a new bike and hit the highway. But the electronics retailer is exactly where you can expect to find electric motorcycles soon.

At first blush, the people behind motorcycle maker Brammo could be dismissed as nutso for even thinking of hooking up with a big-box store as the primary outlet for their electric cycles. Keep in mind, the Brammo guys are people who know motorcycles, ride motorcycles, and know other people who do. And the Brammo Enertia is a real motorcycle, a full-size bike capable of highway speeds.

But the folks at Best Buy bought into the idea too, so much so that they are an investor. And as odd as it might seem at first to find a $12,000 electric motorcycle tucked in amongst the flat-screen TVs and laptop computers, the relationship does make a certain amount of sense.

As Brammo CEO Craig Bramscher explained at a recent New York City media event, the idea of working with an electronics store came out of what he calls an epiphany that occurred during development, when a group of people involved were standing around looking at a disassembled Enertia. The assorted parts, they reasoned, had every bit as much to do with electronics as they did mechanics. Indeed, the Enertia has few moving parts and lots things like batteries, capacitors, controllers, and gizmos. Bramscher even describes the power cord as looking like the ones powering Hewlett-Packard computers in offices across America. Brakes and tires are about all there is to maintain, as long as the motor and batteries hold out. And if they don't, bring on Best Buy’s Geek Squad.

Company officials point out that many Best Buy stores still have two- bay garages from the days when the company did a brisk business installing aftermarket audio systems. Since that business has all but dried up, that space is available.

Charged to be wild
While our test ride was limited to a quick trip around the block on the streets of Manhattan, we came away favorably impressed. Acceleration is quick and smooth, and disc brakes are powerful and easy to modulate. The 285-pound Enertia feels and looks solidly put together, and it is light and agile, absorbing New York’s famous potholes well. Brammo says performance and handling is comparable to a small, 250cc motorcycle. And it’s easy to ride, with no shifting. You just twist the throttle and go.

Lithium-ion batteries are said to be good for 1,000 charges, and the Brammo has a range of 45 miles or so - enough to satisfy the needs of most commuters. And it can be recharged to 80 percent capacity in four hours using a standard 110-volt outlet.

Aside from the slow charging, it all sounds good, but the business model still seems like a risky one. The little or no maintenance factor will likely appeal to some buyers, and brisk motorcycle performance will make it a go for others. New riders, particularly those in urban areas, may find the Brammo particularly alluring.

But the price may be more than most bargain-hunting electronics buyers or even green-thinking commuters are looking for. And first-time riders who would most benefit from the Entertia’s easy operation might find a regular scooter to be a more-affordable way to try life on two wheels. (See our motorcycle and scooter buying advice and ratings.)

Brammos are set to start hitting Best Buy stores in early July, with a nationwide rollout beginning on the west coast. The Geek Squad has already been dispatched to company headquarters in Oregon for the necessary training to service the bikes.

—Jim Travers