Sportster – CB750 Choppers http://cb750choppers.com/ Mon, 18 Oct 2021 00:12:09 +0000 en-US hourly 1 https://wordpress.org/?v=5.8 https://cb750choppers.com/wp-content/uploads/2021/10/icon-3-120x120.png Sportster – CB750 Choppers http://cb750choppers.com/ 32 32 Harley-Davidson Iron 1200 Custom: Comete Lumberjack Sportster https://cb750choppers.com/harley-davidson-iron-1200-custom-comete-lumberjack-sportster/ https://cb750choppers.com/harley-davidson-iron-1200-custom-comete-lumberjack-sportster/#respond Wed, 13 Oct 2021 02:38:49 +0000 https://cb750choppers.com/harley-davidson-iron-1200-custom-comete-lumberjack-sportster/ As the era of the air-cooled Harley-Davidson Sportster draws to a close, it’s worth remembering that iconic Evolution-powered motorcycles are fantastic canvases for customization. Although neither, the ephemeral Comete Motocycles of France was dedicated to the Sportster platform as a source of inspiration and commerce. Created by Guillaume Drapier, trained internationally, Comete Motocycles has offered […]]]>

As the era of the air-cooled Harley-Davidson Sportster draws to a close, it’s worth remembering that iconic Evolution-powered motorcycles are fantastic canvases for customization. Although neither, the ephemeral Comete Motocycles of France was dedicated to the Sportster platform as a source of inspiration and commerce. Created by Guillaume Drapier, trained internationally, Comete Motocycles has offered more than 100 Sportster parts to customizers around the world, all made in France. The Lille-based company has also built its own striking creations, including the Bûcheron.

Comete Motorcycle Lumberjack Harley-Davidson Sportster Iron 1200

Comete used the 1970s-inspired Harley-Davidson Sportster Iron 1200 as the basis for this escape beast. The eye is immediately drawn to the Metzeler MC5 Motocross front tire on a 19-inch wheel. Yes, a rear tire for a motocross bike leads the way. If society collapses and you have to leave town, the road you are forced to choose may not be paved.

The Avon Safety Mileage C MkII rear tire contrasts with the knotty front. While not an all-terrain tire, it does have a five-inch-wide footprint on the ground. Yes, those are struts replacing the shocks on the Iron 1200 – it’s a hardtail with a short-travel fork.

Comet Lumberjack Harley-Davidson Sportster Iron 1200 Custom Motorcycle

The next eye-catcher is the fuel tank. Painted by Bruno Allard from Regarfix in Biarritz. To showcase the tank, it is raised three inches from the original position. Likewise, the lighthouse is raised and its eyebrow dropped.

The Bûcheron Comete Motocycles has an ergonomics which favors profiling. The tuck-and-roll leather-upholstered seat is slim and low, while the footrests are mid-mount. The wide handlebars mounted on the riser have a downward curvature that just comes back, with the throttle side cables routed around the right fork tube. The width of the handlebars gives the rider the leverage needed to build the meaty Metzeler. Consider your choice of boots and pants wisely, as there is no cover on the belt drive drive pulley.

Comete Lumberjack Harley-Davidson Sportster Iron 1200: Evolution Engine

The Lumberjack’s intake and exhausts are worthy of attention. The header pipes are wrapped with no visible significant suffocation. Presumably, when you escape the urban chaos, there will be no one to write excessive noise notes. The admission is wide open, so be careful when opening the throttle when pigeons are present.

There are a few notable moves. The front turn signals are placed on the frame, mounted just below the crankshaft axis. Knowing that your specific speed will be the least of your worries, the speedometer is mounted on the ignition coil, next to the left side of the front cylinder.

Comète Lumberjack Harley-Davidson Sportster Iron 1200: Built in France

A Comete Motocycles brand timer cover adorns the right side of the cases. The left side derby cover is also from Comete, but relies on texture and design for appeal, rather than lettering or graphics.

The air-cooled Evolution engine will likely disappear from Harley-Davidson dealership showrooms soon. Fortunately, there is an almost unlimited number of examples in use, so there will be no shortage of platforms for Customs, Tame and Wild. The lumberjack of Comete Motocycles shows that creativity and Sportster go hand in hand, and often quite unexpectedly.

Photograph by Cédric Duhez

Comet Lumberjack Harley-Davidson Sportster Iron 1200 Photo Gallery


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Church of the MO: 2011 Harley-Davidson Sportster SuperLow https://cb750choppers.com/church-of-the-mo-2011-harley-davidson-sportster-superlow/ https://cb750choppers.com/church-of-the-mo-2011-harley-davidson-sportster-superlow/#respond Sun, 10 Oct 2021 15:17:27 +0000 https://cb750choppers.com/church-of-the-mo-2011-harley-davidson-sportster-superlow/ “Easy to drive, comfortable and stylish to start,” concluded D. Gingerelli’s review of the excitingly revamped HD Sportster ten years ago – now with radial tires! To see how far the Motor Company has come in the decade since, take a look at the new 2021 Sportster S: it’s almost enough to give hope. Harley-Davidson’s […]]]>

“Easy to drive, comfortable and stylish to start,” concluded D. Gingerelli’s review of the excitingly revamped HD Sportster ten years ago – now with radial tires! To see how far the Motor Company has come in the decade since, take a look at the new 2021 Sportster S: it’s almost enough to give hope.

Harley-Davidson’s best-selling entry-level bike, the XL883L Low, just got better. In fact, it is so improved that one could say that this “Shortster” has reached new heights in terms of ride comfort and stability for the new and experienced riders.

Here’s the deal: Harley gave the Low a complete makeover for 2011 to improve its suspension for a smoother, more compliant ride, while maintaining the low 25.3-inch seat height – like on the 2010 edition. the chassis of the new model is so improved that the revised bike deserves a new name. Enter the SuperLow for 2011.

A super low riding position is SuperLow’s off-the-shelf stock.

Visually, the SuperLow appears to be pretty much the same low-to-ground model that has become a favorite in recent years among Harley buyers and first-time women. Now here’s the catch: in reality, the SuperLow is a brand new model based purely on the low-rider theme. In truth, the SuperLow registers with new front and rear suspension calibrations, new wheel and tire sizes, a new fork and gas tank, even a new, better-padded solo seat.

Although it looks a lot like the 883 Low, the new SuperLow is essentially a brand new model.Although it looks a lot like the 883 Low, the new SuperLow is essentially a brand new model.

“It’s really a whole new bike for us,” says Greg Falkner, project manager. The result is an entry-level bike that performs so well that SuperLow owners may want to keep their bike even after gaining more experience and confidence in the saddle.

“This bike should continue to suit them as they gain more riding experience,” says Falkner. In short, this low-ride bike is more than just a beginner’s bike, a stigma that in the past has haunted the 883L Low. The SuperLow is a bona fide bike that should appeal to riders of all skill levels, especially those with short crotches.

The new 18 wheelThe SuperLow’s new 18 “5-spoke wheel weighs significantly less than the Low’s 19”.

So how did Harley keep the low seat height while improving the ride? “We made more room under the rear fender to increase wheel travel,” explains Falkner. Look at the specs and you’ll see what it’s about. Even though the rear wheel diameter was reduced from 16 to 17 inches, wrapping the new five-spoke wheel with a low-profile Michelin radial tire helped reduce overall height. This reduced rear tire height allows greater wheel travel under the mudguard. So engineers were able to develop a set of longer-travel shocks (about 5/8 of an inch longer than the Lows) for the SuperLow. The new shocks also have recalibrated damping rates to make driving easier. You will especially feel the difference in the compression stroke where the new shocks and springs absorb bumps much better. Engineers also moved the ECM (electronic control module), moving it from under the seat toward the steering point. The vacant space made way for more padding in the saddle itself, in turn increasing the comfort of the rider, but not the rider. You will immediately notice the difference and appreciate it even more after driving a few kilometers on the road.

There are a few subtle upgrades up front, and a lot of the technology has been gleaned from the XR1200 model. First, the wheel diameter was reduced from 19 to 18 inches, and a Michelin radial was also used there. The fork legs have slightly recalibrated settings, so the springs are less likely to melt under normal driving conditions. The wider tees spread the legs slightly for the new, lighter wheel, giving the bike a more masculine appearance and more lock-to-lock rotation.

The handlebars are slightly higher and the triple trees are wider, giving the SuperLow a more masculine appearance.The handlebars are slightly higher and the triple trees are wider, giving the SuperLow a more masculine appearance.

Additionally, the new triple shafts have changed the steering angle and drag slightly to maintain the neutral cornering attitude found on all Sportsters. HD engineers describe this as “intuitive handling,” which means the bike responds to rider input in an almost programmed way. This is especially important given the main SuperLow audience, which is made up of newer and less experienced drivers.

A more compliant ride is not worth much if the ergonomics of the bike are not suited to the rider. And so, for 2011, the SuperLow registers with more handlebar rise. Think of it as a mini monkey hanger, a particularly fashionable trend among the cruising crowd these days. Your arms maintain a relaxed stretch as you reach the small diameter handles, and the new seat is placed slightly back on the frame so there is more legroom when you place your boots on the controls. intermediaries.

Moving the ECU under the seat increased the padding of the new solo seat.Moving the ECU under the seat increased the padding of the new solo seat.

Gone are the familiar peanut tank, replaced by the low profile tank which actually holds more fuel.Gone are the familiar peanut tank, replaced by the low profile tank which actually holds more fuel.

The moved seat also makes room for the new SuperLow gas tank, the larger 4.5 gallon fuel cell from the XL1200C Custom 2004. The new tank (the Low was based on the old tank). 3.3 gallon peanut style) helps lower the silhouette of the bike, while extending the riding range. Cruising at 65-70 mph offers up to 50 miles per gallon, so you can easily go 200 miles on a tank of gas.

Nothing has been changed at the powertrain, so the SuperLow offers the same response from its 883cc engine as the Low’s. After the ECM activates the electronic fuel injection, gently press the thumb button on the electric starter with your thumb. The engine starts right away, settling into a gentle idle. Shift the five-speed transmission into first gear, release the easy-pull clutch lever, and the SuperLow engines are deliberately moved away.

A minor upgrade to the final drive gear also helps transfer power in a smoother and more linear fashion. The final reduction ratio is lower (the number of final reduction ratios itself is higher) for easier and faster acceleration. The aim was to make it easier for the pilot to control the throttle at low speed, especially when crossing parking lots and the like. As an added bonus, the mid-range rolling power is also slightly more responsive to the rider’s controls.

But the big news about the SuperLow is how it delivers a smoother ride for such a low bike. Compared to the Low it replaces, the SuperLow glides easily over most bumps, potholes and gel joints. The radial tires also improve its stable road behavior.

Despite these improvements, you should always keep in mind that the improvements can only help a bike to a certain extent. The abbreviated suspension ends up hitting bottom sooner than you’d like. And, like any low bike, cornering clearance is minimal. As for the SuperLow, the footpegs and lower right muffler tend to rub the asphalt when the bike is leaned too much in a turn. (Our biggest complaint when we compared the Low to a Honda Shadow RS in this shootout.)

Otherwise, owners will be rewarded with a bike that is easy to ride, comfortable and stylish.

Driven like a cruiser, the new SuperLow will be well received by bikers looking for a cool look and a compliant ride.Driven like a cruiser, the new SuperLow will be well received by bikers looking for a cool look and a compliant ride.

Related reading
2011 Harley-Davidson Sportster XR1200X Review
2010 Harley-Davidson Sportster 883 Low Review
2010 Harley-Davidson Sportster Forty-Eight Review
Shootout: 2010 Honda Shadow RS vs. 2010 Harley-Davidson 883 Low
2010 Harley-Davidson Road Glide vs 2010 Victory Cross Country
Mainstream Choppers Shootout
2010 Harley-Davidson Electra Glide Ultra Limited Review
2010 Harley-Davidson Road Glide Custom Test


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The 2021 Harley-Davidson Sportster S takes giant leaps beyond its predecessor https://cb750choppers.com/the-2021-harley-davidson-sportster-s-takes-giant-leaps-beyond-its-predecessor/ https://cb750choppers.com/the-2021-harley-davidson-sportster-s-takes-giant-leaps-beyond-its-predecessor/#respond Fri, 08 Oct 2021 02:43:27 +0000 https://cb750choppers.com/the-2021-harley-davidson-sportster-s-takes-giant-leaps-beyond-its-predecessor/ What does it mean when an iconic vehicle changes? I’m not talking about evolving here, I mean full reinvention. More specifically, is it possible that one can maintain one’s status even after avoiding the status quo? These are precisely the questions that dance in my helmet while riding the 2021 Harley-Davidson Sportster S ($ 17,999). […]]]>

What does it mean when an iconic vehicle changes? I’m not talking about evolving here, I mean full reinvention. More specifically, is it possible that one can maintain one’s status even after avoiding the status quo?

These are precisely the questions that dance in my helmet while riding the 2021 Harley-Davidson Sportster S ($ 17,999).

It is undeniable that the Harley-Davidson Sportster is an icon. The best-selling motorcycle to carry a bar and a shield, it is arguably the most important model in the HD lineup. As such, it has been in continuous production since 1957, and during those sixty-four years it has remained fairly lonely: a cradle frame topped with a peanut tank hugs an air-cooled V at 45. degrees. -Twin motor to create a very accessible and classic motorcycle experience.

This all-new Sportster S is anything but classic, however.

I just beefed up the bike through its first set of curved asphalt and threw the throttle wide on some B roads north of Barrie. There is little to no chassis flex. He holds his line confidently, leans deeper than expected and his engine, oh that wonderful engine, he really loves to turn. Clearly this bike doesn’t have the look, feel or performance of any Sportster someone has ever ridden.

The looks

Where the Sportsters of yore were prototypical in terms of aesthetics, the S comes with a heavily styled approach. Tough and crouching with a brawler stance, it fuses a number of trends from the custom world to deliver a unique take on a cruiser. Those wide tires and low-to-the-ground suspension are clear features of a Bobber, while the tapered tail and raised exhaust have been ripped straight from the dirt ovals of the flat track. Modern LED lighting is used everywhere, and if this pill-shaped headlight sounds familiar to you, know that it’s been slipped into the Fat Bob coin bin.

Far from being a mere “bitsa-bike” (pieces of this, pieces of that), the Sportster S demonstrates both cohesive intent and a fit and finish to Harley’s high standards. And while he’s certainly not shy of a goal, I think he’s even better in person. The Stone Washed White Pearl paint ($ 450) on my tester provides just enough contrast to the mostly blackened bike to make things stand out, especially the bronzed accents on the tank emblem, cylinder heads, and crankcase.

The to feel

Turn on the internals behind these housings and you’ll wonder if you’re actually sitting on a Harley. No more quivering vibrations and the “potato-potato” soundtrack of the old push-button V-Twin. The Revolution Max 1250T powering the Sportster S is decidedly modern and incredibly smooth.

Displacing 1,252 cubic centimeters, the liquid-cooled, dual overhead camshaft, 60-degree V-Twin features nickel-silicon carbide internals, variable valve timing, a pair of spark plugs per cylinder and a set of counterweights. It’s been designed with hydraulic slack adjusters, so you’ll never need to plan for expensive valve work, and fueling is controlled via ride-by-wire, so niceties that have never graced a Sportster. previously (or even some of the HD “big twins”) like cruise control and driving modes, are present and taken into account.

When roaring, the Rev Max 1250T develops 121 horsepower (at 7,500 rpm) and 94 pound-feet of torque (at 6,000 rpm). For reference, that’s nearly twice as many ponies as the old 1,200cc-equipped Sportster could muster (68bhp) and a 20 percent increase in twist. All in a lighter bike of almost 30 kg (228 kg). You feel it immediately when you turn the throttle. The acceleration is fast, to say the least. The cam profiles and valve phasing have been specifically tuned for this type of offline growl. And the torque curve it produces is flat. No matter which of the six gears I ended up in, there was a lot of oomph to leave things in my dust. And cranking the engine to its 8,000 rpm red line was as addicting as it was rewarding.

From the saddle, the bars are wide and imposing but within easy reach of bent arms. The seat is sculpted to cradle nicely under those loud throws and it offers a decent amount of padding. The footrests – positioned as forward controls on my tester – offer the traditional hip leg rest of most cruiser-style motorcycles. Harley offers a mid-mount footrest option ($ 659.95), but none of the available units had been so equipped.

The dashboard is a 4 inch round TFT screen, and it is also a high-tech affair. It provides all the essential information at a glance and, together with your smartphone and an active HD app, will also offer step-by-step navigation as well as full media control if you are wearing a helmet in your cover. Thanks to its attractive packaging and top performance, I’d bet this gauge will migrate across most of Harley’s fleet soon.

There are three preset driving modes (Sport, Road and Rain) as well as two custom choices. I spent most of my time flogging the Sportster S in Sport where the throttle response was a bit choppy, but in a decidedly fun way. Road mode makes things a lot easier and it’s honestly where I would spend most of my time, if it was my own bike. Selecting Rain dramatically reduces horsepower.

As mentioned, it is possible to adapt the behavior of the Sportster S. Governed by a six-axis inertial measurement unit (IMU), ABS braking, traction control, wheelie and rear wheel lift control are all tilt angle sensitive and fully adjustable. Working with the handlebar mounted switchgear, the changes are intuitive and easy to spot on this dashboard.

The performance

Thanks to this prodigious engine, the Sportster S is a true cruise missile. It’s fast, quick and, even though it plays a different soundtrack, I think it sounds amazing.

Where things turn a bit sour though, this is where all the effort on form tends to compromise function.

The Showa 43mm inverted fork and piggy-back monoshock, both adjustable, do a solid job of smoothing out a firm ride, but the low position doesn’t give them much room to work. With just 37mm of rear travel, the lower back and tailbone will pay the price.

The brakes – a single Brembo four-piston unit in the front and a single-piston float in the rear – provide decent feedback and stopping power, but I can’t help but want a second disc to the front. The idea was rejected in order to show this magnetic wheel, but it’s not pretty enough to convince me. A matching set of wave rotors would look better and inspire confidence.

And speaking of that front wheel, know that it’s six inches wide and wears a massive 160 series tire. That bulbous rubber plate robs this set of its overall performance potential. The initial tilt on the Sportster S takes a lot of effort, and while it remains stable at around 20 degrees in either direction, harnessing its full 34 degrees of tilt takes even more effort. Which, given the sitting position, can seem elusive and counterintuitive. A switch to something in the 130s, in terms of size, would still offer a beefy look without the sacrifice

Either way, this new Sportster S takes giant leaps beyond its predecessor. It is a cutting edge motorcycle, unlike the aged icon it replaces.

Even if the distinctive muscle-cruiser flavor offered by this Sportster S is not to your liking, there is still a lot to be excited about on the Harley-Davidson horizon. The engineering behind this bike proves it, warts and all, because it will spawn stable mates, of course.

The Sportster is dead, long live the Sportster.


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Harley-Davidson Sportster S 2021 – WHEELS.ca https://cb750choppers.com/harley-davidson-sportster-s-2021-wheels-ca/ https://cb750choppers.com/harley-davidson-sportster-s-2021-wheels-ca/#respond Thu, 07 Oct 2021 14:11:54 +0000 https://cb750choppers.com/harley-davidson-sportster-s-2021-wheels-ca/ What does it mean when an iconic vehicle changes? I’m not talking about evolving here, I mean full reinvention. More specifically, is it possible that one can maintain one’s status even after avoiding the status quo? These are precisely the questions that dance in my helmet while riding the 2021 Harley-Davidson Sportster S ($ 17,999). […]]]>

What does it mean when an iconic vehicle changes? I’m not talking about evolving here, I mean full reinvention. More specifically, is it possible that one can maintain one’s status even after avoiding the status quo?

These are precisely the questions that dance in my helmet while riding the 2021 Harley-Davidson Sportster S ($ 17,999).

It is undeniable that the Harley-Davidson Sportster is an icon. The best-selling motorcycle to carry a bar and a shield, it is arguably the most important model in the HD lineup. As such, it has been in continuous production since 1957, and over the course of those sixty-four years it has remained fairly lonely: a cradle frame topped with a peanut tank hugs an air-cooled V at 45. degrees. -Twin motor to create a very accessible and classic motorcycle experience.

This all-new Sportster S is anything but classic, however.

I just beefed up the bike through its first set of curved asphalt and threw the throttle wide on some B roads north of Barrie. There is little to no chassis flex. He holds his line confidently, leans deeper than expected and his engine, oh that wonderful engine, he really loves to turn. Clearly this bike doesn’t have the look, feel or performance of any Sportster someone has ever ridden.

2021 Harley Davidson Sportster S,

The looks

Where the Sportsters of yore were prototypical in terms of aesthetics, the S comes with a heavily styled approach. Tough and crouching with a brawler stance, it fuses a number of trends from the custom world to deliver a unique take on a cruiser. Those wide tires and low-to-the-ground suspension are clear features of a Bobber, while the tapered tail and raised exhaust have been ripped straight from the dirt ovals of the flat track. Modern LED lighting is used everywhere, and if this pill-shaped headlight sounds familiar to you, know that it’s been slipped into the Fat Bob coin bin.

Far from being a mere “bitsa-bike” (pieces of this, pieces of that), the Sportster S demonstrates both cohesive intent and a fit and finish to Harley’s high standards. And while he’s certainly not shy of a goal, I think he’s even better in person. My tester’s Stone Washed White Pearl paint ($ 450) provides just enough contrast to the largely blackened bike to make things stand out, especially the bronzed accents on the tank emblem, cylinder heads, and crankcase.

2021 Harley Davidson Sportster

Sensation

Turn on the internals behind these housings and you’ll wonder if you’re actually sitting on a Harley. No more quivering vibrations and the “potato-potato” soundtrack of the old push-button V-Twin. The Revolution Max 1250T powering the Sportster S is decidedly modern and incredibly smooth.

Displacing 1,252 cubic centimeters, the liquid-cooled, dual overhead camshaft, liquid-cooled, 60-degree V-Twin features internal nickel-silicon carbide components, variable valve timing, a pair of spark plugs per cylinder and a set of counterweights. It’s been designed with hydraulic slack adjusters, so you’ll never need to plan for expensive valve work, and fueling is controlled via ride-by-wire, so niceties that have never graced a Sportster. previously (or even some of the HD “big twins”) like cruise control and driving modes, are present and taken into account.

2021 Harley Davidson Sportster

When roaring, the Rev Max 1250T develops 121 horsepower (at 7,500 rpm) and 94 pound-feet of torque (at 6,000 rpm). For reference, that’s nearly twice as many ponies as the old 1,200cc-equipped Sportster could muster (68bhp) and a 20 percent increase in twist. All in a lighter bike of almost 30 kg (228 kg). You feel it immediately when you turn the throttle. The acceleration is fast, to say the least. The cam profiles and valve phasing have been specifically tuned for this type of offline growl. And the torque curve it produces is flat. No matter which of the six gears I ended up in, there was a lot of oomph to leave things in my dust. And cranking the engine to its 8,000 rpm red line was as addicting as it was rewarding.

From the saddle, the bars are wide and imposing but within easy reach of bent arms. The seat is sculpted to cradle nicely under those loud throws and it offers a decent amount of padding. The footrests – positioned as forward controls on my tester – offer the traditional leg-akimbo pose of most cruiser-style motorcycles. Harley offers a mid-mount footrest option ($ 659.95), but none of the available units had been so equipped.

The dashboard is a 4 inch round TFT screen, and it is also a high-tech affair. It provides all the essential information at a glance and, together with your smartphone and an active HD app, will also offer step-by-step navigation as well as full media control if you are wearing a helmet in your cover. Thanks to its attractive packaging and top performance, I’d bet this gauge will migrate across most of Harley’s fleet soon.

2021 Harley Davidson Sportster

There are three preset driving modes (Sport, Road and Rain) as well as two custom choices. I spent most of my time flogging the Sportster S in Sport where the throttle response was a bit choppy but in a decidedly fun way. Road mode makes things a lot easier and it’s honestly where I would spend most of my time, if it was my own bike. Selecting Rain dramatically reduces horsepower.

As mentioned, it is possible to adapt the behavior of the Sportster S. Governed by a six-axis inertial measurement unit (IMU), ABS braking, traction control, wheelie and rear wheel lift control are all tilt angle sensitive and fully adjustable. Working with the handlebar mounted switchgear, the changes are intuitive and easy to spot on this dashboard.

The performance

Thanks to this prodigious engine, the Sportster S is a true cruise missile. It’s fast, quick and, even though it plays a different soundtrack, I think it sounds amazing.

Where things go a bit pear-shaped, however, this is where all the effort on form tends to compromise function.

2021 Harley Davidson Sportster

2021 Harley Davidson Sportster S,

The Showa 43mm inverted fork and piggy-back monoshock, both adjustable, do a solid job of smoothing out a firm ride, but the low position doesn’t give them much room to work. With just 37mm of rear travel, the lower back and tailbone will pay the price.

The brakes – a single Brembo four-piston unit in the front and a single-piston float in the rear – provide decent feedback and stopping power, but I can’t help but want a second disc to the front. The idea was rejected in order to show this magnetic wheel, but it’s not pretty enough to convince me. A matching set of wave rotors would look better and inspire confidence.

And speaking of that front wheel, know that it’s six inches wide and wears a massive 160 series tire. That bulbous rubber plate robs this set of its overall performance potential. The initial tilt on the Sportster S takes a lot of effort, and while it remains stable at around 20 degrees in either direction, harnessing its full 34 degrees of tilt takes even more effort. Which, given the sitting position, can seem elusive and counterintuitive. A switch to something in the 130s, in terms of size, would still offer a beefy look without the sacrifice

Either way, this new Sportster S takes giant leaps beyond its predecessor. It is a cutting edge motorcycle, unlike the aged icon it replaces.

Even if the distinctive muscle-cruiser flavor offered by this Sportster S is not to your liking, there is still a lot to be excited about on the Harley-Davidson horizon. The engineering behind this bike proves it, warts and all, because it will spawn stable mates, of course.

The Sportster is dead, long live the Sportster.

2021 Harley Davidson Sportster

The vehicle was provided to the writer by the automaker. Content and vehicle ratings were not subject to approval.


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2021 Harley-Davidson Sportster S First Tour Review | Expert advice https://cb750choppers.com/2021-harley-davidson-sportster-s-first-tour-review-expert-advice/ https://cb750choppers.com/2021-harley-davidson-sportster-s-first-tour-review-expert-advice/#respond Thu, 16 Sep 2021 07:00:00 +0000 https://cb750choppers.com/2021-harley-davidson-sportster-s-first-tour-review-expert-advice/ Originally posted on Canada Moto Guide: 2021 Harley-Davidson Sportster S first ride review There is no doubt that the name Sportster holds great significance for Harley-Davidson. In production since 1957, this is the oldest model of the legendary brand. Aside from the short-lived Street lineup, it has also been the most accessible, possibly responsible for […]]]>

Originally posted on Canada Moto Guide: 2021 Harley-Davidson Sportster S first ride review

There is no doubt that the name Sportster holds great significance for Harley-Davidson.

In production since 1957, this is the oldest model of the legendary brand. Aside from the short-lived Street lineup, it has also been the most accessible, possibly responsible for bringing more runners into the brand than any since its inception.

Just as an actor can be cataloged in a recurring role, being so well known for something comes with its fair share of challenges. For some riders, the company has come to define itself by the limitations of its outdated air-cooled 45-degree V-twin and aging chassis.

So where does it go from here? The LiveWire has proven that Harley can make a modern electric motorcycle, while the Pan America is proof that it can make a competitive adventure bike. But can Harley make a better Sportster? Yes, it is obviously possible.

Run your engine

The Harley-Davidson Sportster S uses the same 1,252cc Revolution Max engine from the Pan America, but has 121 hp less and 94 lb-ft of torque at 6,000 rpm compared to the 150 hp of the Pan Am. It is also belt driven rather than chain driven.

The new engine is a liquid-cooled 60-degree V-twin with dual overhead camshafts, 90-degree firing order, four valves per cylinder, variable valve timing for intake and exhaust, two spark plugs per cylinder, a dry sump oil system and a compression ratio of 12: 1. The cam profile and valve phasing have been optimized for high acceleration out of line and at mid-range, widening the power range and increasing efficiency.

Primary and secondary balancers have been incorporated to improve sound quality and reduce vibration. The engine was designed to be narrow and maintain low weight for rider comfort and better handling. Materials such as nickel-silicon carbide and light magnesium have been used to reduce weight. The bike’s claimed curb weight is 228 kg (502 lbs).

Style mashup

Not only designed for propulsion, the engine is also a structural component intended to reduce weight and increase rigidity. Aesthetically, the new Sportster is a bit of a mashup, incorporating aspects of Harley’s XR750, Forty-Eight and Fat Bob, but also elements from various other genres. Crouching and powerful, it was designed around the engine. A mix of textures, colors and themes inspired by custom show bikes, it features a large bobber front tire, pill-shaped Daymaker LED headlight, and a two-in-one-two high exhaust inspired by the classic dish. trackers. The license plate holder and taillight assembly extend from the side of the swingarm for a clean, personalized look. If you ask me, it works.

So, were you able to ride it…?

Getting on the bike is an easy task thanks to the 750mm (29.6in) saddle height. Front mounted bars and footrests are easily accessible for most riders. Center controls are optional if you prefer a more athletic riding position, but they would probably be too narrow for me.

The standard riding position and the big tires did not inspire confidence. Designed specifically for Harley-Davidson, the Dunlop rubber – 160 / 70R17 at the front, 180 / 70R16 at the rear – offers a beefy look, but with the ergonomics and chassis geometry they take a while to adjust. get comfortable before launching the motorcycle into the bends. At first I felt like Christian Bale’s Dark Knight version of Batman riding the Batpod, but it just got more and more intuitive as I rolled around.

Handlebars and controls will seem foreign to traditional Hog riders. The grips are narrower and textured, while the turn signal function is housed in a single small metric button operated by the left thumb. It looks fragile surrounded by otherwise high quality material and is located dangerously near the horn button.

As someone who wears 2XL gloves (not bragging) the wet slipper clutch lever seemed a bit out of reach. However, the action was fluid, deliberate, and predictable. The same goes for Brembo brakes, which consist of a radially mounted four-piston monoblock caliper at the front and a single-piston floating caliper at the rear.

Like the Pan America, the engine doesn’t look too intriguing at idle, but the exhaust note has a nice feature when rolled up or during downshifts. The throttle response is always so finicky at first, but the acceleration is robust once you pull your wrist back. This engine sings and wants to pull hard in all gears.

Real world considerations

The 30-degree rake and low center of gravity made slower maneuvers and surprisingly easy U-turns during driving photoshoots for this review, but the ground clearance of 78mm (3.1 inches) and The 34-degree lean angle means if you’re enthusiastically riding even at a distance, you better be prepared to scrape a few stakes.

My biggest gripe would undoubtedly be the location of the rear cylinder head and its proximity to the seat. The exhaust pipe has a heat shield, but the cylinder heads do not. The position of the legs will vary depending on height and stature, as well as ankle placement, but my right thigh constantly coming into contact with a hot engine was not the most enjoyable aspect of the experience.

Fuel consumption is rated at 4.8 L / 100 km. Premium fuel is recommended for the 11.7L tank, but the knock sensors will adjust to a regular octane rating if you’re in a bind and can’t find the right things.

Organized by Harley-Davidson Canada, our driving route was approximately 51 miles until a lunch break, which included plenty of round trips for photo passes. Experiencing each of the different modes while driving on a mix of two-lane side roads and a blast on the freeway back to the hotel, I pulled into the parking lot over the fumes.

Adjustment options

Since the chassis was designed to be light, compact and stiff, the suspension is definitely on the firm side. And the seat too. Unfortunately, the original riding position doesn’t really allow you to prepare for bumps by using your legs to absorb shock, but the suspension is adjustable. The front configuration features a 43mm inverted fork with adjustment of compression, rebound and spring preload, with a piggyback single shock absorber mounted on the linkage with adjustment of compression, rebound and hydraulic spring preload to the rear. ‘rear operated by a button next to the seat and another under.

Riding modes make a noticeable difference to performance, affecting throttle response, engine braking, traction control, and anti-lock braking intervention. The options are road, sport or rain, with the possibility of choosing and saving a profile using ad hoc characteristics.

The system is the default on-road in other parts of the world, however in North America the settings remain in the last mode used, so you don’t need to select the sport every time you get on the road. bike if that’s what you prefer.

There are three levels of intervention, which can be adjusted or disabled. A six-axis inertial measurement unit (IMU) adjusts throttle and brake inputs based on the setting and turn angle. A true wheel lift system also mitigates wheel jumps during sudden braking or deceleration.

Instrumentation and infotainment

The Sportster S features a high contrast, non-reflective four-inch display that includes speedometer, tachometer, gear position indicator, odometer, fuel gauge, clock, trip odometer , an ambient temperature gauge (with low temperature alert), a sidestand and a tip-overtaking alert, a cruise control icon and a range to empty countdown. The tachometer and speedometer are well placed at the top and easy to read, however, I had to squint to see the clock. The lower third of the screen is occupied by a bar and shield logo that could otherwise have been used to prioritize important information.

The system is Bluetooth enabled with the ability to listen to music and answer calls, but it must be paired through a headset and your smartphone using the HD app. Ditto for the navigation system, which does not have a receiver, but the routes can be saved in memory in the event of loss of cellular coverage.

Accessories and customization

Personalization is an important part of the Harley owner experience, especially when it comes to the Sportster. The S, while undoubtedly an improvement in many ways, doesn’t lend itself as easily to the current chopper or bobber aesthetic that many Sportster owners gravitate towards. So I am interested to see how the new model is modified by the owners. .

The Motor Company has been quiet about upcoming products, but the Pan Am and Sportster S are undoubtedly just the start of the Revolution engine platform, so we might see more traditional designs in the future. The initial accessories catalog includes upgrade options for solo seats, as well as passenger seats and footrests, saddle bags, this mid-drive conversion kit, a removable quick-release windshield and handles.

Final thoughts

The 2021 Harley-Davidson Sportster S is a unique and impressive machine. It is an imposing and atypical motorcycle from a company that has long relied on its heritage. Featuring a modern and extremely pleasant engine with variable drive modes and perfectly integrated technology, the S is a big change from the long-standing Sportster formula. Harley-Davidson spends a lot of time looking back, but the Sportster S is proof that it can take a bold step into the future, too.

Pricing starts at $ 17,999 for Vivid Black, but opting for Midnight Crimson or Stone Washed White Pearl will set you back an additional $ 450. It’s on sale now.


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Reservations open for Harley-Davidson Sportster S in India, launch by end of 2021 https://cb750choppers.com/reservations-open-for-harley-davidson-sportster-s-in-india-launch-by-end-of-2021/ https://cb750choppers.com/reservations-open-for-harley-davidson-sportster-s-in-india-launch-by-end-of-2021/#respond Tue, 07 Sep 2021 07:00:00 +0000 https://cb750choppers.com/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 […]]]>

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.

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 https://cb750choppers.com/harley-davidson-sportster-883-iron-2015-on-review/ https://cb750choppers.com/harley-davidson-sportster-883-iron-2015-on-review/#respond Thu, 02 Sep 2021 07:00:00 +0000 https://cb750choppers.com/harley-davidson-sportster-883-iron-2015-on-review/ Global mark Next step: Driving and brakes 4 out of 5 (4/5) Author: Jordan Gibbons Posted: 02 September 2021 Updated: September 02, 2021 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 […]]]>

Global mark

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.


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First ride: Harley-Davidson Sportster S 2021 https://cb750choppers.com/first-ride-harley-davidson-sportster-s-2021/ https://cb750choppers.com/first-ride-harley-davidson-sportster-s-2021/#respond Sat, 28 Aug 2021 20:52:24 +0000 https://cb750choppers.com/first-ride-harley-davidson-sportster-s-2021/ Breadcrumb Links motorcycles First trips 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 Content of the article Port Severn, ON – Harley-Davidson’s iconic Sportster gets a new engine about as often as the Liberals offer tax […]]]>

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

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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).

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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.

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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.

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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.

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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.

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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. .

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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) https://cb750choppers.com/harley-davidson-sportster-s-test-from-2021/ https://cb750choppers.com/harley-davidson-sportster-s-test-from-2021/#respond Tue, 24 Aug 2021 07:00:00 +0000 https://cb750choppers.com/harley-davidson-sportster-s-test-from-2021/ Global mark Next step: Driving and brakes 4 out of 5 (4/5) Author: Jordan Gibbons Posted: Aug 24, 2021 Updated: August 24, 2021 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 […]]]>

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.



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The new Harley-Davidson Sportster S: style and substance https://cb750choppers.com/the-new-harley-davidson-sportster-s-style-and-substance/ https://cb750choppers.com/the-new-harley-davidson-sportster-s-style-and-substance/#respond Sun, 22 Aug 2021 07:00:00 +0000 https://cb750choppers.com/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 […]]]>

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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