Todo sobre nuestro Club HDC HISPANIA Concentraciones Reportajes fotográficos
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También sirve para que practiqueis vuestro inglés...
AZLAN RAMLI
September 2005
THE Harley-Davidson Sportster debuted in 1957 and has since been known as the entry-level Harley. Its power and utility make it a universal favourite, and plus being the smallest and cheapest, the Sportster or ‘XL’ series is H-D’s best-selling model.
Sportsters come in two versions - the 883cc and 1,200cc, and each version has a few variants with different specifications and prices - the ‘Low’ for the shorties, the ‘Custom’ has a bigger fuel tank and there’s one with dark-finished engine for that sporty look, for example.
Harley-Davidson of Malaysia (2002) Sdn Bhd (H-DM) has an ‘XL 1200C Sportster 1200 Custom’ (yeah, that’s the official name) besides two other demo bikes.
I have been forced to ride them all many times to many places by now. The two other bikes are the FXD Dyna and the VRSCA V-Rod, each very distinct from the other and with its own specialties.
Of the three, the Sportster Custom is my favourite, notwithstanding the smoother and tougher 1,450cc Dyna and the high-revving, quick and performance-oriented 1,130cc V-Rod.
Several years ago, I would never say that Sportster, or any of its variants for that matter, was my favourite. Why? Because Sportster used to be jokingly called the ‘Biggest, Noisiest and Most Expensive Vibrator in the World’!
The Harley that gave the riders that surly, what-are-you-starin’-at-boy? look. Ride one and the vibration was so bad, the hairs in your nose would fall off.
But thankfully, a few pieces of rubber plus a handful of other tweaks sort of absorbed the vibration. It’s not like H-D discovered rubber-mounting late. Engines with rubber mounts to isolate the vibration have been around us for a few decades. In fact, some non-Sportster Harleys had rubber mounting more or less 20 years ago.
I can only guess that the Sportster stayed away from rubber mounts to stubbornly retain it’s minimalist image - tiny seat, equally-tiny peanut tank, very little chrome and accessories, et al.
No problem with the tank, seat, basic accessories and even zero chrome but vibration is never good... on a bike, that is.
It shakes up everything. Nuts, bolts and components get loosened up and some will even fall off! You can’t comfortably rev the engine, hence let out its full potential. Riding is a torture and fatigue creeps up on you easily.
As good as the sales of Sportsters were, H-D could have also lost many potential buyers who were turned off by the Sportster’s vibration. So eventually, H-D had to do something.
Now, the 2004 model I rode is waaaaay better than a friend’s 883 Sportster I rode many years ago. This is due to stiffer chassis (over 100 per cent stronger than the 2003 version and 26 per cent more rigid with the engine mounted), connected to the engine via three rubber mounts and the swingarm is also stronger.
Why so strong? I was told that since the vibration is isolated, riders will definitely work the engine. Simple.
Therefore, the engine gets a 15 per cent power increase than the 1200 from 2003, thanks to high-compression and high-flow cylinder head, performance camshafts and deeper cooling fins.
In town, try to avoid the bumps and potholes as it can get painful. It is worse with your pillion, already sitting on the tiny and tapered seat. But the shocks is on standard setting. You can adjust it for some comfort.
Shifting gears on a Sportster is never a split-second silky-smooth operation (especially between first and second) but then, I’m not riding a Japanese bullet. Once the right cogs are meshed and throttle twisted, this 255kg (dry weight) with five-speed ‘box and belt drive unleashes its generous amount of torque, steadily showing its anger up to the mid-range.
With the vibration isolated, wider rear tyre (150mm. 130mm in 2003), engine more powerful and chassis greatly improved, you can actually enjoy some of the corners you encounter. The bike stays on the road when you downshift, since the vibration is no more there to screw up your concentration.
Stopping is never a Harley pride, with all that metal and slightly-improved brakes. But it is better and manageable now, complemented by the improved chassis. The rear brake on that friend’s 883 gladly locks up most of the time during hard braking.
BHC 1200 has a two-tone paint job, low-profile seat, forward foot controls, pullback riser and a 17-litre (4.5 gallons) fuel tank, features not available on 12.5-litre-tanked Sportsters without the ‘Custom’ surname, which also means there’s more chrome on the bike.
(H-DM has added original H-D accessories like cooler mirrors, foot pegs, handle grips and a pair of Screamin’ Eagle slash cut pipes.)
The bigger tank and the relaxed riding position mean you don’t have to worry about comfort and fuel stops in a convoy on long rides that have plush and bigger-tanked Dynas, Fat Boys, Road Kings and Electra Glides.
The Sportster Custom, like other Harleys nowadays, boasts an excellent build quality. Everything that looks metal IS metal. I’m very sure you can gather all the non-metal parts of the bike (except the tyres) and hold it in one hand.
Therefore, Harleys are well-known as heavier than any other make in the same class. This makes Harleys not as quick as others but at the same time give you a bit more confidence and stability at high-speeds.
CONCLUSION: Rubber-mounted Sportsters are long overdue and being welcomed with open legs by its riders. The stronger and more rigid chassis, plus a smoother engine makes easier for it to hold its own against its bigger and more-powerful brothers, especially on long rides.
As it name suggests, the Sportster offers that sporty image and crude characteristics for those not yet mellowed. In the ‘Custom’ guise, it is a good entry-level Harley for the same people who are also into long-distance riding. Just slap on the saddlebags, get plusher pillion seats and off you go for some ‘Long-Time Love’ at the next town.
También sirve para que practiqueis vuestro inglés...
AZLAN RAMLI
September 2005
THE Harley-Davidson Sportster debuted in 1957 and has since been known as the entry-level Harley. Its power and utility make it a universal favourite, and plus being the smallest and cheapest, the Sportster or ‘XL’ series is H-D’s best-selling model.
Sportsters come in two versions - the 883cc and 1,200cc, and each version has a few variants with different specifications and prices - the ‘Low’ for the shorties, the ‘Custom’ has a bigger fuel tank and there’s one with dark-finished engine for that sporty look, for example.
Harley-Davidson of Malaysia (2002) Sdn Bhd (H-DM) has an ‘XL 1200C Sportster 1200 Custom’ (yeah, that’s the official name) besides two other demo bikes.
I have been forced to ride them all many times to many places by now. The two other bikes are the FXD Dyna and the VRSCA V-Rod, each very distinct from the other and with its own specialties.
Of the three, the Sportster Custom is my favourite, notwithstanding the smoother and tougher 1,450cc Dyna and the high-revving, quick and performance-oriented 1,130cc V-Rod.
Several years ago, I would never say that Sportster, or any of its variants for that matter, was my favourite. Why? Because Sportster used to be jokingly called the ‘Biggest, Noisiest and Most Expensive Vibrator in the World’!
The Harley that gave the riders that surly, what-are-you-starin’-at-boy? look. Ride one and the vibration was so bad, the hairs in your nose would fall off.
But thankfully, a few pieces of rubber plus a handful of other tweaks sort of absorbed the vibration. It’s not like H-D discovered rubber-mounting late. Engines with rubber mounts to isolate the vibration have been around us for a few decades. In fact, some non-Sportster Harleys had rubber mounting more or less 20 years ago.
I can only guess that the Sportster stayed away from rubber mounts to stubbornly retain it’s minimalist image - tiny seat, equally-tiny peanut tank, very little chrome and accessories, et al.
No problem with the tank, seat, basic accessories and even zero chrome but vibration is never good... on a bike, that is.
It shakes up everything. Nuts, bolts and components get loosened up and some will even fall off! You can’t comfortably rev the engine, hence let out its full potential. Riding is a torture and fatigue creeps up on you easily.
As good as the sales of Sportsters were, H-D could have also lost many potential buyers who were turned off by the Sportster’s vibration. So eventually, H-D had to do something.
Now, the 2004 model I rode is waaaaay better than a friend’s 883 Sportster I rode many years ago. This is due to stiffer chassis (over 100 per cent stronger than the 2003 version and 26 per cent more rigid with the engine mounted), connected to the engine via three rubber mounts and the swingarm is also stronger.
Why so strong? I was told that since the vibration is isolated, riders will definitely work the engine. Simple.
Therefore, the engine gets a 15 per cent power increase than the 1200 from 2003, thanks to high-compression and high-flow cylinder head, performance camshafts and deeper cooling fins.
In town, try to avoid the bumps and potholes as it can get painful. It is worse with your pillion, already sitting on the tiny and tapered seat. But the shocks is on standard setting. You can adjust it for some comfort.
Shifting gears on a Sportster is never a split-second silky-smooth operation (especially between first and second) but then, I’m not riding a Japanese bullet. Once the right cogs are meshed and throttle twisted, this 255kg (dry weight) with five-speed ‘box and belt drive unleashes its generous amount of torque, steadily showing its anger up to the mid-range.
With the vibration isolated, wider rear tyre (150mm. 130mm in 2003), engine more powerful and chassis greatly improved, you can actually enjoy some of the corners you encounter. The bike stays on the road when you downshift, since the vibration is no more there to screw up your concentration.
Stopping is never a Harley pride, with all that metal and slightly-improved brakes. But it is better and manageable now, complemented by the improved chassis. The rear brake on that friend’s 883 gladly locks up most of the time during hard braking.
BHC 1200 has a two-tone paint job, low-profile seat, forward foot controls, pullback riser and a 17-litre (4.5 gallons) fuel tank, features not available on 12.5-litre-tanked Sportsters without the ‘Custom’ surname, which also means there’s more chrome on the bike.
(H-DM has added original H-D accessories like cooler mirrors, foot pegs, handle grips and a pair of Screamin’ Eagle slash cut pipes.)
The bigger tank and the relaxed riding position mean you don’t have to worry about comfort and fuel stops in a convoy on long rides that have plush and bigger-tanked Dynas, Fat Boys, Road Kings and Electra Glides.
The Sportster Custom, like other Harleys nowadays, boasts an excellent build quality. Everything that looks metal IS metal. I’m very sure you can gather all the non-metal parts of the bike (except the tyres) and hold it in one hand.
Therefore, Harleys are well-known as heavier than any other make in the same class. This makes Harleys not as quick as others but at the same time give you a bit more confidence and stability at high-speeds.
CONCLUSION: Rubber-mounted Sportsters are long overdue and being welcomed with open legs by its riders. The stronger and more rigid chassis, plus a smoother engine makes easier for it to hold its own against its bigger and more-powerful brothers, especially on long rides.
As it name suggests, the Sportster offers that sporty image and crude characteristics for those not yet mellowed. In the ‘Custom’ guise, it is a good entry-level Harley for the same people who are also into long-distance riding. Just slap on the saddlebags, get plusher pillion seats and off you go for some ‘Long-Time Love’ at the next town.