Knolly launches the Tyaughton Hardtail in titanium and steel

PRESS RELEASE: Knolly Bikes

Introducing the Tyaughton: Our new 29 ‘hardtail is available in titanium or steel, can operate with a 150mm or 160mm fork, features advanced geometry, and incorporates an unmistakably high standard of construction with fully custom tubes. The Tyaughton is all you need for a super performance and fun hardtail trail bike.

PROGRESSIVE GEOMETRY
The Tyaughton’s geometry was designed from the ground up – we’ve used our extensive knowledge of our full suspension line-up to ensure this bike rides as efficiently as our suspension models while still being incredibly balanced over all types of terrain. Although designed as a ‘all-terrain, do-it-all’ bike, the Tyaughton is extremely progressive and suitable for both big days in the saddle and chipping your local trails.

The Tyaughton features a 64.5 degree head angle with a 150mm fork (or a 64 degree head angle with a 160mm fork), making it capable of both technical climbs and descents. steep. The seat tube angle is ideally positioned at 75 degrees to provide an efficient climbing position while ensuring that the rider’s hands and knees are comfortable on epic days.

The front end of the bike is long to increase cockpit space and allow the rider to stretch. The base is modest at 427mm, combining stability and maneuverability. It’s long enough to give the bike optimal balance over its wheelbase, but short enough to pull you out of the way when you need to raise the front of the bike.

MATERIALS: TITANIUM AND STEEL
Taking what we’ve learned from our Cache gravel models, the Tyaughton was intended from the start to be offered in both titanium and premium air hardened steel. The main focus was performance and these are by far the two best materials to use to achieve that goal.
Tyaughton Steel frames use air hardened steel as it can be handled before welding and then heat treated to provide high strength and durability. Our steel frames are also coated with an ED coating to ensure maximum corrosion resistance and painted with heavy duty powder coatings for longevity. All of our steel pipes are butted so the walls are thicker where they are welded and thinner in the middle, reducing weight while ensuring that the ends of the pipes are incredibly strong. This model is designed to be affordable while performing at the highest possible level.
Tyaughton Titanium was created from a dream material. Titanium is light, stiff and durable, providing a premium ride for demanding riders. With additional features and significant weight savings, the Tyaughton Titanium is the ultimate expression of hardtail mountain bike performance.
PERSONALIZED TUBE
The Tyaughton Steel features a frame size specific stamped, bent and formed tubing assembly that combines production level repeatability and precision with a handcrafted level.
It features a size-specific tubing set (small frames do not have the same tubing as the XL and vice versa) and incorporates many features of the titanium frame including integrated ISCG05 chain guide tabs and tubing of single direction.

The Tyaughton Titanium features a 100% exclusive Knolly oversized tube set with all frame tubes tapered, butted, bent and formed to the limits of the material. This allows Knolly to achieve a subtle Knolly-esque frame design with an emphasis on stability and compliance. This model also features a unique frame size specific tubing set to ensure riders of all sizes can get the maximum performance gain possible with this material. Large frames receive the larger diameter of tubing to complement taller riders, while small frames receive reduced diameter tubing sets to match the size and weight of the rider while providing corresponding compliance.

The steel and titanium frames have a unique head tube shape designed to maximize strength to support forks up to 170mm. Tubing assemblies flow through custom CNC machined legs, calipers and access ports (titanium only) to minimize strain elevators. Even the included ISCG mount fits neatly in a CNC machined pocket recessed into the base fork.

ADDITIONAL FEATURES:
Titanium exclusives:
CNC engraved head tube
Complete telescopic seat post routing with an access hatch under the down tube
Brushed finish
Fully 3D formed seat tube (butted, tapered, bent and shaped)
Oversized tapered upper and lower tubes

Titanium and Steel:
157 Trail rear hub spacing
Custom head tubes
Exclusive and size specific main triangular tube sets.
Fully Integrated ISCG05 Guide Bar Brackets
BB threaded 73mm BSA
Rear 12 x 157 mm with DT Swiss RWS
CNC Knolly Dropouts
Knolly CNC base fork
Dropper insertion length: 175 Small, 175 – 210 mm Medium, Large and X-Large

GEOMETRY / SPECIFICATIONS: knollybikes.com/

AVAILABLITY
The Tyaughton is available in two material options including titanium or steel, with the steel version available in Container Red or 510 Green. There are four sizes to choose from (small to extra-large) and several building kit options. Prices for complete bikes start at $ 3,599 USD for steel and $ 6,099 USD for titanium. Frame-only prices start at $ 1,099 for steel and $ 2,999 for titanium. Both models are available for purchase now from your local Knolly dealer or online at knollybikes.com/.

Photo credit: Brayden Rastad
Riders: Ken Fung and Brendan Gauthier


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Semi-rigid or full suss? Steel or carbon frame? We take a look at your big mountain biking questions

Getting the best mountain bike can be tricky. It’s not just about how much you have to spend – there are some great performing models in our best mountain bike guide under £ 500 / $ 500, after all – but also what you plan on doing. do with your new bike. With that said, it’s always a good idea to go for the best bike you can afford; it means that you get a more reliable and better machine that you will have more fun to drive.

Here, we answer some of the big questions you might have when looking for a new mountain bike. And if you’re not sure that’s the type of bike you’re looking for, you might want to check out our MTB vs road bike explainer first.

Hardtail vs full-suss: how much suspension do I need on my mountain bike?

The most obvious difference between mountain bikes is invariably whether they have suspension or not. You can go from no suspension to a bike with front suspension forks (a ‘semi-rigid‘) to total suspension (a’Full of suspense‘), providing rebound at the front and rear.

The more suspensions you have, the more likely your bike is to cost. But do you really need it? If your bike will never hit anything other than your local canal towpath or easy forest fire trails, you probably won’t; if you plan on doing more engaged cross-country on bridle paths and easier routes in the middle of the trails, a decent hardtail may be enough; and for anything tougher, like the red and black runs at your local trail center, enduro and serious downhills, you’ll need full suspension.

You can get a perfectly acceptable mountain bike without any suspension for £ 400, and add another £ 100 and you will find some very acceptable hardtail bikes; for “full thrills” look at an entry point of around £ 1,500, from where the sky is roughly the limit in terms of spending.

The type of suspension can also vary enormously – air suspension, coil spring, oil-moistened and so on – and the more you pay, the more settings and adjustments you get, allowing you to tune your bike more effectively for different riding styles and terrains. Look for established brands like Fox Racing, RockShox, and DT Swiss.

Stop that! What are the best MTB brakes?

All modern mountain bikes come with disc brakes, which are much more efficient than the old-fashioned caliper and “V” brakes. Cheaper bikes will have mechanical (i.e. cable activated) brake systems, while hydraulic systems, which generally perform better and are easier to install, are standard if you spend a little more. The main players are Shimano and Sram, both of which manufacture a wide range of brakes to suit all budgets.

Front disc brake on an ATV

(Image credit: Dorothy Castillo on Pexels)

What type of wheel is best for mountain biking?

There are two main sizes of MTB wheels, 29 “ and 27.5 “. Larger wheels roll better over obstacles and tend to have better traction while smaller wheels offer better handling and acceleration and are lighter.

When it comes to tires, there is an almost endless variety of tread patterns to suit all types of terrain, but common sense will determine what rubber you ride on – there’s no point in shoeing your tire. bike with aggressive and super knotty downhill tires for a smooth, flat ride the forest trails and likewise the smoother and narrower tires suitable for easier recreational riding will be deadly on rocky, loose and slippery single trails.

What is the best material for an MTB frame?

Steel and aluminum frames tend to be cheaper. Carbon and titanium the frames are more expensive but lighter and, especially in the case of titanium, rustproof and sturdy.

You will find that the handlebars on mountain bikes are wider than those on road bikes, as this provides better control over rough terrain.

Should I add a dropper post to my ATV?

A dropper post allows you to lower or increase the height of your saddle remotely via a lever on the handlebars, which is very useful on steep and technical descents; by lowering the saddle, you can perch lower on the bike and reduce the risk of hovering over the bars while being in a more dynamic riding position for navigating difficult and steep terrain.

What gear system do ATVs have?

Gone are the days of 27-speed mountain bikes with three front chainrings and an associated front derailleur and shifter; other than economy models, most mountain bikes these days come with a single front chainring and an 11-speed rear cassette. This system is more efficient, lighter, offers roughly the same range of gears as the old system and with a single shifter on the right side of the handlebars, there is less chance of getting it wrong.

Flats vs clips: what is the best type of pedal?

Newer mountain bikes either come with inexpensive plastic pedals or without any pedals, the latter of which lets you choose your own. There should be raised pins on the pedals that give your feet a better grip as you bounce on rough terrain, although more experienced long-distance runners often use without clip pedals. These literally attach the cyclist’s feet to the pedal via spikes at the bottom of their cycling shoes. if you’re a novice rider you probably won’t want to use them just yet as there is a skill involved in slicing and unclipping – do it wrong and it invariably results in erasure.

And finally, there’s the color of your new bike – just kidding, although you’ll find that the frame colors change with each season and if you’re happy to go with last season’s color, you can often make a good deal on a bike which in virtually every other respect is the same as this season’s model.


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Reservations open for Harley-Davidson Sportster S in India, launch by end of 2021

Harley-Davidson Sportster S is expected to hit the Indian market later this year. Now the company has officially started reservations for the new model in India ahead of its launch in the coming months.

The new Sportster S will be Harley’s second major launch in India in 2021 following the debut of the Pan America 1250 adventure touring model.

Harley davidson deluxe

N / A

Harley Davidson Dyna (photo HT Auto)

Harley Davidson Fat Bob (photo HT Auto)

Harley Davidson Fat Bob

N / A

Harley Davidson Fat Boy Birthday (photo HT Auto)

Harley Davidson Fat Boy Birthday

N / A


It will be based on the new Revolution Max 1250 engine from the Pan America 1250. Although the engine is tuned a bit differently for the new Sportser S model.

(Also read: Harley-Davidson bikes are back in India, first batch of bikes booked)

For the record, the new Sportster S had previously made an appearance as the Harley-Davidson 1250 Custom. It comes with very polished and intimidating exteriors with muscular panels and meaty tires. It also benefits from a short front fender with looks inspired by classic old-fashioned bobbers.

Some of the main features of the bike include a 4 inch round TFT screen that can be paired with a smartphone using Bluetooth connectivity. Other highlights of the bike include its full LED lighting package with a Daymaker Signature LED headlight with a Fat Bob inspired look.

The bike receives a new 1,252 cc liquid-cooled Revolution Max 1250 engine. This unit is capable of delivering 121 hp of maximum power and 127 Nm of torque at 6,000 rpm.

(Read also: From Harley-Davidson to Bajaj Pulsar: Neeraj Chopra’s Love for Bikes)

For suspension tasks, the bike uses Showa, with a 43mm inverted fork and piggyback reservoir rear shock. The front shock absorber has 91mm of travel, while the rear unit only has 50mm of travel. In terms of weight, it tips the scales at 228 kg with 11 liters of fuel tank.


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Harley-Davidson Sportster 883 Iron (2015-on) review

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Next step: Driving and brakes

4 out of 5 (4/5)

Sorry foes, but the Harley-Davidson Sportster 883 iron is a good bike for an entry-level cruiser. These last five words are essential. Compared to another entry-level midweight, say a Yamaha MT-07, the Harley Iron 833 looks all kinds of bad (especially if you’re just referring to the spec sheet).

But compared to other entry-level cruisers, it’s a fun machine with no frills and no gimmicks. It’s also not about trying to be a Harley-Davidson, like the Honda CMX500 Rebel or the Kawasaki Vulcan 650 for example, which matters a lot.

It’s a hard thing to explain, but the Iron 883, like many other Harleys to be honest, has a certain something that makes it more than the sum of its parts. They are undoubtedly expensive, undernourished and overweight, but they are also very good pieces of metal.

It has a heavy clutch, its brakes are relatively poor, its steering is slow, the engine is relatively clunky (as is the gearbox), and the rear cylinder gets uncomfortably hot in traffic – but it looks like a real Harley and it does. shouldn’t be underestimated.

Compared to the Street 750 (Harley’s old entry-level pig), the 883 has cleaner lines with its cleaner, simpler design and the absence of a radiator. Then there’s the iconic ‘peanut’ tank, two side exhausts, classic rear ‘mudguard’ and ‘drag’ style bars. If you removed the HD badge from the iron, you still won’t know who made it.

Driving the 883 is fun – and that’s what matters most. It doesn’t feel like driving a knockoff of a Harley – it feels like a real deal.

A side view of the Harley Iron 883

There is a thriving community of Harley-Davidson enthusiasts run by the company itself called HOG – Harley Owners Group.

This bike is also very popular with those who like to personalize their motorcycle. It appears in our article on the best custom motorcycles. Mutt Motorcycles even created their own custom blackened Iron 883 in 2018.

Harley Iron 883 v Honda VT750C Video Review

Ride quality and brakes

Next step: engine

3 out of 5 (3/5)

For 2015, Harley-Davidson upgraded the entire Sportster platform to “Project Rushmore”. There were some results, but most important for the Iron 883 was a completely new suspension and much better brakes.

They are not labeled but they are from aptly named brands: the suspension is from Showa and the brakes are from Brembo. The result is a much improved ride across the board. The forks are now much more progressive and no longer crash into bumps, although they do have a fairly short travel (92mm), so braking in a pothole still sucks.

A side view of the Harley-Davidson Iron 883

At the rear, preload is now adjustable over a 50mm range, instead of the three options previously, but again the travel is short (just 41mm) so rough roads are kidney experiences. Rivals, like the Indian Scout, handle this much better.

New dual piston calipers front and rear give a lot more bite and feel better at the lever, but still require a bit of effort to pull quickly. ABS was an option until 2017 and works as it should.

On the road, you won’t really notice it, as you will rarely get to the speed at which you are going to mess with the brakes.

Cornering on the Harley-Davidson Iron 883

Motor

Next step: reliability

3 out of 5 (3/5)

The Harley Iron 883’s engine is both its greatest asset and its greatest weakness. It’s a real Harley engine, so it’s a 45 degree air-cooled V-twin – like most other Harleys since 1912. That means it sounds great and rumbles as it should, unlike the chilled water Rue 750 and Rue Rod.

However, that means it doesn’t create a lot of horsepower or torque (only 51.2 hp and 50.2 ft-lbs respectively). To give it a bit of a head start, it has a few pretty low first gears, but it also only has a five-speed gearbox and a clunky one at that.

It also means he can feel a bit invigorated and breathless on the freeway. And while the air-cooling looks good, you sit remarkably close to that rear cylinder, which slows down circulation and in hot weather things can get a little warm in your pants. There are no two ways about it, but the competition has been licking the iron here.

Harley-Davidson Iron 883 front

Reliability and build quality

Next step: value

4 out of 5 (4/5)

The air-cooled Evolution engine in the Sportster lineup has been around for so long now that all major issues have been resolved. The only potential villain that remains is the spring plate in the clutch, which is known to fail and can be an expensive fix.

It’s a lot cheaper (and easier) to swap out a few extra clutch discs beforehand to prevent this from happening. Oil dripping from rocker arms is not unheard of, but it is a cheap and easy fix. Other than that, it’s just a matter of changing the oil every 5,000 miles.

Harley Iron 883 engine oil should be replaced every 5,000 miles

Like most Harleys since the mid-1980s, the engine has hydraulic valve lifters, so they never need valve adjustment, while the final drive runs on a belt. Keep it properly adjusted and you can go over 60,000 miles without a replacement.

Overall the build quality is good, but a few issues do occur on a regular basis. The rear of the front and rear fenders are prone to rust, while the area under the fork seals is known to corrode. A generous coating of XCP or ACF-50 should ward off the worst of problems, but like all bikes, if you ride them in bad weather and don’t take care of them, they won’t respond well.

Our review of Harley-Davidson Sportster 883 Iron owners shows a lot of love for this bike: “don’t hit it until you’ve tried it”.

Value vs rivals

Next step: equipment

4 out of 5 (4/5)

The purchase price of an Iron 883 is similar to that of the big rivals, namely the Indian Scout Bobber and the Triumph Bonneville T100, although they come with more “stuff” as standard.

Where the Iron 883 really makes sense is in five years.

This model came out in 2015 and you’d be hard pressed to find a good one for much under £ 5,500. Older models hit a floor price of £ 4000 as long as they are in good condition. If you buy a serviced used model and take care of it yourself, it’s easy to sell it for exactly what you paid for.

Besides the Scout and Bonnie mentioned above, other Iron 883 rivals include the Honda CMX500 Rebel, Ducati’s Scrambler 800 lineup, Moto Guzzi’s V7 and V9, as well as the Kawasaki W800. You can also consider the Kawasaki Vulcan S, the Yamaha XV950 lineup, and Harley’s Street Bob.

Equipment

3 out of 5 (3/5)

In terms of driver aids, a Sportster 883 iron is basic – you get dual channel ABS and that’s it. However, there’s a lot more going on underneath.

For starters, the ABS flows from the wheel bearings, so there is no ugly sensor ring bolted to the wheels. Then there’s a fully keyless ignition with a key fob, which requires a button to turn it on and go. Keyless ignition also includes motion alarm (with loud siren) and immobilizer.

The clocks have a speed, digital RPM, speedometer, two trips plus an odometer and everything is controlled from a toggle switch on the bars. The only thing it lacks is a fuel gauge, which is available as an extra but that’s a stingy omission considering the small tank (the fuel light comes on at around 110 miles). The iron also has auto-canceling indicators, which are some of the few auto-cancellers that actually work the way you would imagine.

Model history and versions

Model history

The Harley Iron 883 was first introduced in 2009 as a dark and menacing antidote to the colorful and brash middleweight Harleys that came before it. It was updated in 2015. As of 2021, the 883 was no longer on sale in Europe.

Harley Iron 883 front three-quarter view

Other versions

The term “Sportster” is not actually a model name but defines a whole family of Harley-Davidson models. These include:

Watch MCN’s Harley Iron 1200 Video Review Here

Find out more about the complete HARLEY-DAVIDSON sportster range


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Action-ready Voodoo Cycles D-Jab Titanium hardtail mountain bike hid in plain sight

This time around, I decided to shed some light on a wave of bicycle design that has always evolved in a very incognito way, even as we speak, titanium frame bikes. Since the 1990s, titanium has been considered a viable building material for bicycles. Why? Quite simply because it is as strong as steel at almost half the weight, and twice as strong as aluminum, not to mention its flexible properties. Oh, it’s also easier to handle than carbon fiber, but can also be a bit more expensive.

One team that offers a whole line of titanium frame bikes is Voodoo Cycles, a bike maker that has been around since 1994 and formed by a group of riders with backgrounds ranging from design to racing to retail. But, one of the nice things about this team is that they first hit the market with infuriating hardtails, and today they are still there, mostly producing hardtail bikes intended for towering over single runs like they’re the coolest thing on the boulder.

Of course, they also produce well-designed full suspension mountain bikes, but hardtails have always had a special place in my heart; I think it was breaking both my arms and breaking five teeth in one fell swoop, which really connects me to myself and these bikes.

One bike that Voodoo has proudly poured its madness into for years is the D-Jab Titanium Frame Mountain Bike. Yes, it’s a hardtail, and it’s not cheap either. With a price of $ 5,525 (€ 4,684 at current exchange rates) for the E1 Complete Bike Set and $ 4,095 (€ 3,471 at current exchange rates) for the E2 set, you will need to side a lot of cash to get one of these beauties.

Voodoo calls this bike “the mighty but wild spirit” and is meant to be a “fast and comfortable” long-haul hardtail. All mounted on 27.5-inch tires, it’ll put you a little closer to the ground than your classic 29ers, but maybe that’s where all “nimble” comes from.

Now, if you’re going to spend at least $ 4,000 on an ATV, you know you’re buying more than just a little bike to take to the grocery store; it’s made to hit your favorite trails and your single tracks as hard as possible. As well as being built from titanium, depending on which build kit you have funds for, the frame also includes a Rock Shox Pike RCT3 fork with 140mm (5.5 inches) of travel or a Rock Shox Yari with the same. 140 mm (5.5 inches) Travel.

To my surprise, you won’t find any Shimano components on this mountain bike, but rather SRAM and Magura all over the place. The SRAM X1 or GX shifter and rear derailleur, XG 1175 or 1150 cassette are all set to the sounds of the 11 speeds passing and controlling a PC-X1 or PC1130 chain with up to 118 links.

If you only have money for the E2 build set, the braking will be taken care of by a Magura brake set with 180mm (7.1 inch) rotors. If you’ve been thrifty and saved for the E1 package, then SRAM will continue to supplement your bike, producing a fairly tuned machine.

All of the other components like the cockpit, saddle, and tires can all be changed if you don’t like them, but if you ever get on one of these with original components, try to keep in mind that each component is selected for a reason.

There’s a little trick the D-Jab has up its sleeve. The Voodoo team decided to include sliding dropouts on the bike, just in case you want to ditch most of the drivetrain and convert this puppy to single gear. It has to bring back an old school feel like no other.

It might not be the last mountain bike you’ll buy, but bikes that include titanium in their construction have one of the longest lifespans. So hey, it’s definitely worth considering at around $ 4,000, even if you’re just picking up the E2 building kit.


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First ride: Harley-Davidson Sportster S 2021

Harley’s newest Sportster has an original combination of utterly modern and utterly retro

Author of the article:

David booth

2021 Harley-Davidson Sportster S Photo by Bill Petro

Port Severn, ON – Harley-Davidson’s iconic Sportster gets a new engine about as often as the Liberals offer tax cuts. Oh, if you go by displacement and, pardon the bad pun, evolutionary changes, there have been dozens of models designated as new by Milwaukee’s (always creative) marketing department. But, in reality, there were only three separate Sportster powertrains – the (even then) archaic side valve that powered the K-Series for the first five years of its life, the overhead valve version (under its many shapes) which has been the mainstay of the company since 1957, and the Revolution T which has powered the first radically different Sportster for ages (those 64 years of overhead valve).

We are of course familiar with this engine. It has already been universally acclaimed in Harley’s all-new adventure tourer, the Pan America 1250. Indeed, I have previously stated that the Pan Am’s variable-valve, liquid-cooled 60-degree V-twin is my favorite motor on a motorcycle. Maybe I should cancel that – or, more precisely, qualify it.

The Sportster S version of the Revolution twin is my new favorite motorbike engine. Yes, I know he has less power. In fact, by Harley’s own figures, it’s 30 less horsepower, the Pan America claims 150 horsepower while the Sportster S boasts 121.

2021 Harley Davidson Sportster S
2021 Harley Davidson Sportster S Photo by Bill Petro

I think Harley is lying. On Brooklin Cycle’s Dynojet dynamometer earlier this summer, the Pan AM developed very commendable power – as in just 10 horsepower behind Ducati’s Multistrada V4 – 131 horsepower. Using the same transmission losses, that would mean the Sportster S should come out at 104, maybe 105 horsepower.

No way this bike has only 104 ponies at the rear wheel! 108 horses I think. 110 hp more likely. Maybe even 112 horsepower. But, 104? Certainly not.

And not only is the new Sportster S fast, but its power is even smoother. Finished the (light) wool of the Pan Am just in slow motion. The midrange is, if anything, stronger than the already grunty adventure bike. Truth be told, it’s only at 7,500 or 8,000 rpm that the Sportster version of the Revolution V-twin – labeled “T” in the cruiser rather than “Max” in the tourer – lacks power. notable compared to the so-called more with-her adventurer.

And it’s smoother at startup. Seriously Harley, you should consider bringing the T version of the 1250 into the Pan America. For my part, I’ll probably be buying a new adventure bike next year and would be happier with the Sportster engine than the Max. Indeed, just four months after declaring that the Pan Am Revolution Max engine is the best in the whole bike, I now name the Sportster T version as its successor.

  1. First Look: Harley-Davidson Sportster S 2022

    First Look: Harley-Davidson Sportster S 2022

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    Top 10 greatest Harley-Davidson of all time

There are other cutting edge technologies in this takeover of the Harley icon. On the one hand, the engine has all kinds of mode controls – rain, road, and sport – that change the traction control system, ABS functionality, and throttle response. There is also a system called Cornering Enhanced Drag-Torque Slip Control which prevents the wheels from locking up if downshifting too aggressively, and a tire pressure monitoring system. These electronic nannies should promote greater security but, since they are pretty much transparent, anyone who will ever notice them is unlikely.

No one will ignore the instrument cluster, which is, in fact, the Pan Am’s infotainment system housed in a 4-inch round cruiser-like housing. It can be paired with your phone for music, calls and, if you add an app created by Harley, navigation. It’s brilliant and informative, and its only real problem is that some of the information – like the odometer reading – is displayed in the tiniest and tiniest digits seen from the legal mouse-copy warnings on the labels of prescription drugs. Seriously Harley, I have 25/20 vision now that I’ve had cataract surgery, and I can’t read the small font without taking off my helmet and grabbing a magnifying glass. On the other, Harley gets one back for making the S the first Sportster to feature cruise control, using essentially the same system and buttons as the Pan America.

There is also a bit of cutting edge technology – for Harley – in the undercarriage. No, the suspension is not electronically adjustable, but the inverted fork and Showa single piggyback rear shock are adjustable for preload as well as compression and rebound. Sadly, this is where the technology ends and Milwaukee’s traditional embrace of anything retro returns.

For one thing, while the fork has a fairly decent 92-millimeter travel, the rear only has 37 mils. Yes, 37 millimeters. It’s just over an inch to be a hardtail. In my 39 years of testing, I’ve never seen a production bike with this lack of suspension movement. And, while the relative high quality of the components manages to keep control over small to medium bumps, the ride gets really quick when you hit potholes. Seriously, you’re probably better off resisting a motocross-like crouch whenever you see something lumpier than a railway crossing.

Except, in another Harley lore arc, the ankles are the typical forward foot controls that Milwaukee demands for cruisers’ good faith. Yes, the company sells a mid-mount conversion kit that will definitely improve comfort and control. But they’ve already done it with a few bikes, and thanks to limited marketing and the lack of bikes in the showroom so outfitted, all of his attempts at rational sitting have died silent. The company didn’t even provide bikes with the Mid Control conversion kit for us to test drive, so I suspect their promotion for the option will be as leisurely as before.

And finally, in another dealership with the cruiser motif, the Sportster S wears a 160 / 70-16 front tire. No, it’s not a typo. This is the front tire (the rear is a more common 180 / 70-16). As you might expect, this makes low speed driving rather heavy. Oh, once you get up to speed it will spin, if not as precisely as, say, a naked bike. But negotiating turns at low speed is a bit like driving a wheelbarrow at high speed around bobby pins; you will end up rounding, but there is a lot of steering correction involved.

2021 Harley Davidson Sportster S
2021 Harley Davidson Sportster S Photo by Bill Petro

Ultimately, I suspect the Milwaukee traditionalisms will dampen the Sportster’s reception. On the one hand, Harley points out that the Fat Boy wears the same front tire. On the other hand, the Sportster’s new engine is much more Ducati Testatretta than Milwaukee-Eight. Ditto for the seated position and the short travel of the rear wheels. The loyal one percent might not worry a bit about those performance-sapping compromises, but I think any hope that the Sportster S would conquer other brands’ sales went out the window with the silly front wheel. .

So the question then becomes what is the Sportster’s purpose. Is it supposed to attract a whole new clientele to a brand like Pan America? Or is it just tiring for traditionalists to support the recently declining Sportster sales? I suspect it will succeed on the latter, but fail miserably on the former front.

And it is a tragedy. Harley could have simply revamped her current Sportster platform, satisfying die-hards, and then built a really crisp street fighter with (its now canceled) Bronx undercarriage and Sportster S wowza style. It would have set the motorcycle world in turmoil. and attracted the same new type of new clientele as Pan America.

If Harley surprises and has a naked bike in the works, then maybe this is all part of a bigger, grander vision. But, if Milwaukee has no plans for the Revolution in the cruiser segment beyond the Sportster S, what a waste of the best engine on the bike.

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Harley-Davidson Sportster S test (from 2021)

Global mark

Next step: Driving and brakes

4 out of 5 (4/5)

The 2021 Harley-Davidson Sportster S represents a seismic overhaul of a long-standing motorcycle family dating back to the 1950s. The previous bike – the Sportster 1200 – could trace its heritage back to the Model K, with the most recent version having received a constant stream of updates since the introduction of the Evolution engine in 1986. But who cares? It’s ancient history now.

What Harley-Davidson has presented to us now is a whole new bike, if not a whole new concept, that throws everything but the Sportster name in the trash. After the Pan America, the Sportster S eschews air cooling, nonexistent electronics and the “feeling of overperformance” in favor of modern engineering, less show and more action.

If it was a competitive product, like a Honda Rebel, I would praise its ride while complaining that it doesn’t quite have the Harley-Davidson. I do not know whatbut the Sportster S doesn’t have it either.

There is no doubt that the new bike is a step ahead of the old model in every area that can be measured and would be more than capable of keeping up with the current crop of retro nudes.

But in designing such a solid motorcycle, Harley has designed some of what, to me at least, makes Harleys great.

Ride quality and brakes

Next step: engine

3 out of 5 (3/5)

Like Harley’s recent Pan America, the Sportster’s Revolution engine is a stressed element in the chassis, helping to significantly reduce weight, which is felt on the road.

The Sportster S changes direction much better than the old machine, but the bulging front tire holds up a bit. The first 20 degrees of incline is okay, but after that you really need to give the bars a big push to get it going further.

Corner changes halfway through, especially if things are tightening, can be just as difficult. The Fat Bob has the same problem, so all fingers are pointing to that giant front tire. Ground clearance is also much improved with the old skrrrrtt on every long-forgotten roundabout.

Elsewhere in the chassis is a new suspension which, unlike the old one, is fully adjustable, while Brembo now provides the brakes.

A front view of the 2021 Harley-Davidson Sportster S

Both work quite well considering they are crippled from the start. The suspension, for example, is only 92mm at the front and 37mm at the rear – the ride is good, considering how little work Showa had to work with, but you just can’t get over it. keep from feeling that another inch at each end would do wonders. There’s also a remote preload adjuster, with huge 40 clicks, which is tucked under the left side of the seat.

The same goes for the brakes – the four-piston Brembo up front does enough to stop 228kg of metal plus another rider god knows what, but another disc / caliper wouldn’t hurt.

Motor

Next step: reliability

4 out of 5 (4/5)

The Sportster S is powered by a 1252cc V-twin engine dubbed the Revolution Max 1250T. Much like the Revolution Max fitted to the Pan America 1250, the engine is a water-cooled 60 degree V-twin with DOHC and a VVT system, but it has a few changes.

The overall displacement, including bore and stroke, is the same, but there’s a new top end with smaller valves, different speed stacks, and changed cam profiles.

The result is less peak horsepower and torque (claimed 120 hp rather than the Pan’s 150 hp and 92 lb-ft instead of 95 lb-ft) but an increase in torque elsewhere in the rev range with 10%. of torque in excess of 3000 to 6000 rpm. The results on the road are delicious.

Left turn on the Sportster S

The engine pulls straight from the bottom without quivering or puffing, just providing shovels of usable torque. Unlike the old bike, which shook like crazy from the mid-range, the Sportster S pulls cleanly all the way to the red line, rewarding riders with a good kick of power at the top.

It’s also well-suited with second gear which distributes most of the work around town and third gear which comfortably ranges from your 30s to “how are you going to be an officer?” “.

The only complaint about the motor is that it just doesn’t have that drama you expect from a Harley – the bike doesn’t shake while waiting for the lights, it doesn’t roar with the induction noise. It also desperately needs a noisier hose, but that’s not Harley’s fault – it’s a Euro5 regulation product that everyone must follow.

Harley-Davidson Sportster S V-Twin Engine

Sure, there’s a bit of a snap on the pass, but it doesn’t sound like 1200cc of American muscle sniffing. On the Pan America, where refinement is the key word, you don’t notice it, but on a cruiser, where you want the sense of the occasion, it leaves you a bit flat.

Reliability and build quality

Next step: value

4 out of 5 (4/5)

The Harley-Davidson Sportster S may come from a long line of Sportster models, but this version is completely different from previous generations. The 1250T engine has just been released and it’s too early to draw any conclusions about long-term reliability. The standard warranty is two years, but it can be extended for another three.

The fit and finish of the parts are generally good, but we did spot a few empty wires on the frame that were rusty.

Harley-Davidson Sportster S Clock

Value vs rivals

Next step: equipment

3 out of 5 (3/5)

Harley says the new Sportster S is the “pinnacle” of the model line-up, with cheaper options to come.

This means that for now it’s trying to compete with everything from an Indian Scout Bobber to a Ducati Diavel and everything in between.

As a replacement for a Sportster, it is so different that it is almost incomparable but as an alternative to a BMW R nine T, Indian FTR or Triumph Bobber Black, it is a convincing proposition.

Leaning in a corner on the Harley Sportster S

Equipment

5 out of 5 (5/5)

As with the rest of the bike, the Sportster’s electronics have also seen a huge improvement over the old model with three ride modes (Road, Sport and Rain) plus two custom modes as well as cornering ABS. and the tilt sensitive traction control, which this tester found to work remarkably well in a particularly slippery corner.

All of this is controlled via the round 4-inch TFT display, which also houses other Harley-Davidson app functions such as navigation.

Single front disc provides stopping power

Along with the new instrument panel, many other new features including LED lighting, cruise control, new multi-function switchgear as well as the full mandatory restyling with top level flat track inspired exhaust.

Like every Harley, there are plenty of options, including mid-mounted footpegs in case you find the fronts a bit over the top. We tried them out and found them a bit cramped and they also made the sidestand more difficult to deploy. Unless you really hate the look of the forwards, at over £ 600 overall (plus the fit) we’d give them a fail.

It is also possible to install a passenger seat, pegs and a backrest, which comes with a rear fender extension to protect the backs of your passengers.

Model history and versions

Model history

Sportster models have been around since the 1950s and include the most recent Iron 883, Iron 1200, forty-eight and Roadster.

In 2020, Harley-Davidson announced that the Sportster family will no longer be available in European markets before unveiling this latest edition for the 2021 model year.

Other versions

The S will eventually become the top model in the new Sportster bike family, but it’s the first to come out.

Find out more about the complete HARLEY-DAVIDSON sportster range



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The new Harley-Davidson Sportster S: style and substance

The good news is that buyers’ remorse is unlikely to keep you from sleeping at night for any chosen reason. First, it has all the amenities you will ever need on the spec sheet as standard. Turn-by-turn satellite navigation on a TFT screen, customizable driving modes, smartphone integrations, auto-cancel indicators, cruise control and more will keep you geared up and entertained appropriately, whether you are out for a Sunday night or making your way through. city. Second, it’s a bike to go to the garage just to look at, because the more you do it, the more subtle details will make sense of you and fall in love. Third, because everything is fine and much less of a show, this isn’t a bike that everyone is going to think you’re a jerk to ride.

Oli Tivent 2021

On that note, previous Sportsters didn’t have much to complain about in the performance stakes, but, boy, has that changed now. As a reminder, the Sportster S develops 95 Nm and 121 hp, figures that no other Sportster has ever been able to approach from a distance. Step on the accelerator in Sport mode and you’ll know it, just like your license. These 121 horses are not made of old-fashioned brute force, but rather of refined modern technology. Turns out the Revolution Max 1250 T engine is a very smart box of tricks that contains hydraulic valve lifters, more balancers than you can shake, liquid cooling, infinitely variable valve timing, and a cap. high speed of 9500 rpm. The result isn’t idle jerks, a gearbox that doesn’t break the seismographs every time a new gear is put on and not even a lot of noise either. In some ways a lot of the theater and the feel is gone and that’s a lot of what made the Harleys unique, but just look at what you get by doing this trade: an engine that’s utterly epic. .

Oli Tivent 2021


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Voodoo’s Bizango RIB stretches and slackens, but maintains a fun and agile character

The Voodoo’s Bizango is the flagship semi-rigid of the Halfords brand. For the 2022 version, it’s getting a redesign, making it, according to Voodoo, a fast and nimble trail hardtail that could appeal to both first-time mountain bike buyers and buyers alike. more experienced cyclists.

When we reviewed the 2018 Voodoo Bizango, we found it to be excellent value for money and a very capable hardtail. Although the bike has undergone a geometry and component redesign, it is still a good deal and is ready to take on even rougher terrain.

Bizango voodoo frame

The triple butted low frame comes in four sizes, all with 29-inch wheels and dropper post routing.

A 120mm Suntour Radion suspension fork takes care of the bump smoothing tasks, with Shimano’s Deore 1 × 11 drivetrain offering a wide range of gears.

The new Bizango gets the lower and longer treatment, although Voodoo is careful to note its relatively conservative numbers compared to some hardcore hardtails.

The company says it can tackle steep, technical terrain while still maintaining a fast and fun character on smoother trails. For UK riding and especially trail centers this should be fine.

Bizango Voodoo Geometry

A full-size Bizango 2022 has a reach of 461mm, which is just 9mm shorter than Trek’s recently released Roscoe (a high-end bike with aggressive hardtail geometry).

The base length is 435mm in all sizes (5mm longer than the Roscoe), which is neither excessively long nor short. As Voodoo says, the Bizango is for a bit of everything, not pushing the boundaries of geometry.

Likewise, the revised frame angles aren’t at the end of the spectrum, but they do position the bike in the “hardcore hardtail” category.

The head angle of the new Bizango is 1.5 degrees lower than the previous version, at 66.5 degrees. Meanwhile, his seat angle is now 74.5 degrees.

The Bizango is equipped with a 120mm suspension fork and 1 × 11 gearing.
Voodoo

Voodoo Bizango Specification

The Bizango offers a range of quality components in an almost unbeatable package at this price point.

The bike’s 1 × 11 Shimano Deore M5100 drivetrain comes with a 32 tooth chainring and 11-51 cassette, providing a wide range of gears for most situations. Meanwhile, the Shimano MT200 brakes take care of the stopping tasks.

Its 29-inch × 2.25-inch Maxxis Ardent tires are quick numbers that should perform well on a hike in the middle of the trails. For a more aggressive ride, as we noted in our review of the previous model, an upgrade to something a little wider and with a deeper tread might be advised.

Suntour’s Radion 120mm air suspension fork is capable and performs well for a budget fork; you won’t find better in this price range. Rebound adjustment, lockout and a 15x110mm thru-axle are signs of a solid package.

For a bit of comfort on the climbs, Voodoo says he worked with WTB on a special edition Volt saddle with added gel inserts.

The small-sized bike has a 760mm handlebars, with the other sizes all fitted with 780mm wide handlebars – a significant improvement over the narrow bars of the older model. The rod length is 45mm in all sizes.

Voodoo Bizango Models

Voodoo bikes are available at Halfords stores in the UK. The Bizango comes in four sizes and two build options, the Bizango and the Bizango Pro.

Voodoo Bizango

The Bizango has 29-inch wheels and 120mm front suspension travel.

  • Framework: Triple butted aluminum with 141mm Boost QR rear axle
  • Sizes: S, M, L, TG
  • Fork: 120mm Suntour Radion Air Spring – 15 × 110mm Thru Axle
  • Gear: Shimano Deore M5100 1 × 11 – 11-51 cassette, 32 tooth crankset
  • Brakes: Shimano MT200
  • Tires: Maxxis Ardent 29 inch × 2.25 inch
  • wheels: 29-inch Voodoo with internal 24mm tubeless rims
  • Saddle: WTB Volt custom specification with added gel insert
  • Price: £ 750

Voodoo Bizango Pro

A more capable Pro model comes with improved brakes, fork and tires, but still comes at a low price.

  • Framework: Triple butted aluminum with 12 × 148mm Boost thru-axle
  • Sizes: S, M, L, TG
  • Fork: 130mm RockShox 35 Gold – 15 × 110mm thru axle
  • Gear: Shimano Deore M5100 1 × 11 – 11-51 cassette, 32 tooth crankset
  • Brakes: Shimano MT410
  • Tires: Front – Maxxis High Roller II MaxxTerra EXO TR 29 inches × 2.3 inches / Rear – Maxxis Rekon EXO TR 29 inches × 2.25 inches
  • wheels: 29-inch Voodoo with internal 24mm tubeless rims
  • Saddle: WTB Volt Medium custom specification with added gel insert
  • Price: £ 925


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Here’s why the 2021 Harley-Davidson Sportster S is a giant leap

Since its introduction in 1957, the Harley davidson Sportster has continued to appear in the brand’s range. Sporting a sportier setup than some of the company’s larger, long-haul-oriented models, the Sportster is smaller, more agile and

a good walk in town or on narrow side roads.

However, despite its name and intention to be a better-performing Harley, the Sportster didn’t quite live up to that description. The iron-block V-Twin engine, whose design dates back to the early 20th century, along with an undercarriage that was more suited to a boulevard cruiser than a canyon sculptor, the Sportster fell behind in as models like the updated Indian Scout has gained a foothold in the market.

But with the introduction of the 2021 Sportster S, Harley-Davidson has created a bike that has the performance, style and technology to live up to its name and move the brand forward into the 21st century.

Let’s see why the 2021 Harley-Davidson Sportster S is so different from previous versions.

The original Sportster was missing in some areas

Iron motorcycle

Via: YouTube

The original Sportster entered production in 1957 with the model designation XL, which would have meant Extra Light or Experimental Lightweight. Using the famous 45 degree V-Twin, it was designed to take on the British models that were gaining popularity with their sleek and lightweight designs. And at the time, the XL Sportster was just that. Unlike the heavier, bulkier bikes that Harley-Davidson produced, the Sportster had athletic intentions and when released was more powerful than its British competitors.

A hallmark of the Sportster’s styling was its peanut-shaped fuel tank, which continued in production through the turn of the 21st century and today lives in Iron models still manufactured by Harley-Davidson. And although it was designed to outperform its siblings, the Sportster still retained the classic All-American Harley-Davidson look, with a low-slung appearance, angled forks, and lots of exposed metal. It was truly like a bike born and raised in Milwaukee, Wisconsin, made by hard-working Americans.

Despite being Harley-Davidson’s performance-driven model, over the decades and the arrival of a new century, the Sportster began to fall behind its competition. The limitations of its heavy engine and outdated chassis became apparent no matter how many suspension updates or brakes were added. Now, as we move into the second half of 2021, the Harley-Davidson Sportster S has arrived to mark the start of a new era.

RELATED: Harley-Davidson Sportster and 8 Other Extremely Underrated Cruiser Bikes

The 2021 Sportster S has a muscular design

Harley-Davidson Sportster S black

Via: Harley-Davidson

When you first see the new Harley-Davidson Sportster S, it is bursting with American muscle. The engine, now a 60-degree liquid-cooled V-Twin, is reminiscent of a classic hot rod engine. The bike looks almost smashed into the sidewalk, with a low profile designed to ride the streets.

But it’s not just about style with the new Harley-Davidson Sportster S. The bike is a completely new design after more than 50 years of the original Sportster more than cruiser-based. The old model held up year after year with a traditional 45-degree air-cooled V-Twin, which, whatever modifications were added, was more suited to slow trips than revving up to the moon.

The new, fully modern V-Twin engine features dual overhead camshafts, four valves per cylinder and produces 121 hp at 7,500 rpm, well above its predecessor.

There are Brembo brakes up front and rear, a raised exhaust that makes all the right sounds, and a suspension tuned for performance and compliance. In addition, the 1250cc engine is a stressed part of the chassis, making the Sportster S a much stiffer platform than its predecessor.

The tech touches don’t stop there. There are three selectable drive modes – Sport, Road and Rain – which control the power delivered and improve traction depending on the conditions. Overall, the new Sportster S is a radical change from the previous generation.

RELATED: Harley-Davidson Reveals All-New 2021 Sportster S

The Harley-Davidson Sportster S has a powerful engine

2021 Sportster S

Via: Harley-Davidson

Although the 45-degree air-cooled V-Twin engine has been the hallmark of the Harley-Davidson Sportster for decades, its performance is limited. The slow-revving iron-block powertrain is heavy, uses a valve system from the 1950s, and is simply not suitable for high-performance applications.

The new 1250cc V-Twin Revolution Max engine in the new Sportster S features the latest technology and is just as comfortable exploring city streets as it is hitting country roads. Using DOHC cylinder heads with four valves each and variable valve timing, the Revolution Max is a decidedly modern engine that produces a wide range of torque while still being able to rev up for that last bit of power.

The 2021 Harley-Davidson Sportster S is a welcome update and, in many ways, a revolutionary model for the brand. Taking what has always made the Harleys special – the sound, the looks and the heritage – and adding the latest and greatest technology makes this a special bike.


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About the Author

Marc Reif
(21 articles published)

Mark Reif has been a car enthusiast for most of his life. Fascinated by cars of all shapes and sizes from a young age, he studied industrial design, which gave him a better understanding of different automotive ideas. It also follows racing series such as Formula 1, IndyCar and endurance races, enjoying the spectacle of the world’s most technological cars competing in the coolest venues. He stays on top of all the latest automotive trends and new models, and how each manufacturer continues to improve their products.

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