Harley-Davidson India has announced that the newly unveiled Sportster S will hit the market. The latest model in the Harley Sportster range was recently revealed to the world. It is based on the new Revolution Max 1250 engine which found its place on the Harley-Davidson Pan America 1250.

Although it was tuned differently on the new Sportster S.

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

The bike originally broke cover as the Harley-Davidson 1250 Custom. The company gave it a very polished and intimidating look thanks to its muscular panels and meaty tires. It also features a short front fender reminiscent of classic old school bobbers. The way the raised exhaust meets the short tail gives it a look inspired by Harley-Davidson’s XR750 flat tracker.

Part of its equipment kit includes a 4-inch round TFT screen compatible with Bluetooth connectivity. It also sports an all-LED lighting package containing a Daymaker Signature LED headlight reminiscent of the unit found on the Harley-Davidson Fat Bob.

At the heart of the bike is a new liquid-cooled Revolution Max 1250 engine. This 1,252cc V-twin engine delivers 121hp of maximum power which is backed up by 127Nm at 6,000rpm. The engine runs at 9500 rpm and has variable valve timing on the intake and exhaust ports.

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

The bike’s suspension kit includes Showa, including a 43mm inverted fork and stacked reservoir rear shock. While the front suspension has 91mm of travel, the rear unit has a meager 50mm of travel. The bike tips the scales at 228 kg and has a fuel tank capacity of just 11 liters.

Expect the motorcycle to be launched in India somewhere nearby ??15-16 lakh (Ex-exhibition hall).

Dunlop has supplied original equipment and replacement tires for several Harley-Davidson models since 1984. Despite the long-standing relationship, most previous generation Sportsters wore factory Michelin Scorchers. When the Motor Company unveiled the 2021 S Sportsters, it upped the performance with the company’s Revolution Max 1250T engine suspended from the new three-piece trellis frame.

Of course, all that power doesn’t mean crouching if you can’t bring it to the ground. So Harley-Davidson turned to Dunlop to formulate a bespoke tire for the next-generation Sporty: the GT503. With the Revolution Max 1250T putting out 121 horsepower and (more importantly) 94 lb-ft of torque, the rig needed a hoop that could grip the line and turns.

The old angled construction wouldn’t do the trick, so Dunlop developed a new radial tire equipped with its Steel Jointless Belt (JLB) technology. The 160 / 70R17 front and 180 / 70R16 rear tires offer great stability with a generous contact patch, but the new radial casing also offers an ultra-compliant ride.

The round profile of the GT503 contributes to the responsive yet predictable handling of the Sportster S, and the new compound achieves levels of grip rarely achieved on the Sportsters of yore. The aggressive tread pattern and water sipes should also preserve traction in wet conditions.

“We are proud that Harley-Davidson has chosen Dunlop as Original Equipment for the Sportster S,” said Luca Davide Andreoni, Marketing Director of Dunlop Europe. “It has been exactly 40 years since Dunlop was asked to develop stock tires for the first Sportster. then, Dunlop supplied more than 10 million original equipment tires to Harley-Davidson, proof of our close collaboration. With the Dunlop GT503, Dunlop continues to develop innovative tires to meet the needs of the manufacturer and its customers.

Fortunately, we tested the Dunlop GT503 firsthand on the new 2021 Sportster S, and the new tires did not disappoint. Dunlops may not have been on the previous generation Sportsters, but we have a feeling they will be on future iterations for decades to come.

The secret to happiness is finding a loving wife, a kind wife, a woman with a good sense of humor, and a loyal wife.

And to make sure these four women never meet.

The secret to happiness for motorcycle builders, meanwhile, is to create a great engine and then use it in a variety of bikes.

Well, Harley pulled off the first shot with the sweet but characterful 1250cc beast of his Pan America, launched earlier this year and a very impressive pop debut on an adventure motorcycle from a company best known for mainstream cruisers. .

And now he’s fine-tuned that engine and inserted it into the Sportster S, the most powerful version of the Sportster lineup that debuted in 1957 and went through the 750, 883 and 1,200cc versions.

For this one, Harley changed the upper end of the engine to reduce power from 150 hp to 121 hp, but giving it more torque at low and mid-range.

And a good thing too, because his research has shown that riders spend virtually no time accelerating and at full power, and the lower usable torque is a much nicer place to get away from lights and corners and overtake. .

Approaching the bike he certainly looks out of place, as sleek and muscular as a leopard on steroids.

It comes in three colors, which Harley describes as crimson, but is actually a rich chocolate brown, which, combined with the Harley lettering on the tank, makes it look like a Snickers bar.

Remember, since the Moto Guzzi V85TT looks like it’s made from all kinds of licorice, it may only be a matter of time before the Triumph Twix and Honda Haribo are in stores, ready. to roll and snack.

Nice idea too – an edible motorcycle would have come in handy for the days I was hungry in the Atacama Desert on my drive from Chile to Alaska for the book The Road to Gobblers Knob.

Where was I anyway? These columns would be written much faster if I didn’t keep interrupting.

Ah yes, get on the bike and admire the comfortable sitting position, just on the sporty side of the neutral with the optional mid-mounted footrests, the fabulous rear-view mirrors at the end of the handlebars and the classic 4-inch round TFT screen.

This can be linked via a Harley app and Bluetooth to your phone for navigation, and has just about enough information including speed, tachometer, speed, and what mode you are in – rain, road, sport. and two customizable – although rather oddly no fuel gauge, just a light that comes on when you need to refuel, folks.

Harley counts on a range of over 100 miles from the 11.8-liter tank, which is at least better than the 7.9-liter one on the company’s Forty-Eight, which ran out of fuel when you ran out of fuel. left the gas station.

Get started, and although the engine has been modified from the Pan America, it retains the same nice blend of smoothness and character. If it was a Bond, it would be Sean Connery.

Acceleration is satisfactory even in road mode, so you won’t need to approach the 9500 rpm rev limit for maximum growl.

The six-speed gearbox is firm but sufficiently precise, and handling, even with that big 160mm wide front tire, is light and neutral, aided by the bike weighing reasonably light 228kg and a seat height of 753mm, which although higher than the previous Sportsters, is still low enough for the shorties to feel comfortable.

Strangely enough, Harley only used one brake disc in the front, but considering the weight of the bike, this is sufficient, although the rear brake is surprisingly made of wood, with little bite and bite. sensation to drag around downhill bends.

Still, ABS and cornering traction control should keep you from becoming a cropper.

The rear suspension is adjustable for preload, but even though it was set to medium the travel was so short that after a particularly rough stretch of road I had lost two inches of height and none of my clothes were snug.

Browse over 19,000 new and used bikes on sale at Autotrader.co.uk/bikes

The only other minor complaint was that the indicator switch, alone among a collection of substantial controls, felt a bit shaky.

Right, halfway through the scenic Peak District crossing, and it’s time to change bikes for a bike with the standard front footrests.

Now this can ruin a motorcycle, like when Ducati released the XDiavel version of the Diavel, and it can work the other way around, like when Triumph moved the pegs on the Rocket III a bit to create the more nimble Roadster, but surprisingly, it seems to suit the Sportster S.

Because your feet are a little more forward, it makes you lean forward in a sportier riding position, which makes handling even lighter. Weird, but satisfying.

It was also time to switch to Sport mode for noticeably more aggressive power delivery, and briefly to Rain during a torrential blackout, which felt safe but slow.

For relaxed tours or to filter in city traffic, Road is perfect, then Sport for fun and play in the bends, where it is a sportier ride than the Softails of the cruiser range, and at the same time less expensive. and more powerful than the 92bhp Fat Boy at £ 19,995.

Overall, I think this is the best Sportster in the type’s 64-year history, and it’ll be interesting to see what other uses Harley puts this excellent engine to.

Browse over 19,000 new and used bikes on sale at Autotrader.co.uk/bikes

After a few years of absence from the market, the Toyota Supra has managed to regain its place among today’s sports car community. And with the upcoming Supra 2022, Toyota is very likely to make even bolder statements in the game.

One of the Supra’s current competitors in the JDM league is the Nissan 370Z. Both the Supra and the 370Z have impressive specs on paper. Both are sporty and beautiful coupes. And both offer plenty of room for tuning and modification. Without further ado, let’s see how Nissan’s beastly coupe stacks up against its rival, the Supra.

RELATED: Special Tuner: Nissan Skyline Vs Toyota Supra

The Supra VS The 370Z: Start with performance

These two vehicles offer different engine options with varying specifications. Engine options for the Supra, for example, start with a 2.0L four-cylinder turbo model as the base model. As long as you’re willing to pay the bills, Toyota is happy to bring you a 3.0L turbo inline six that can produce up to 336 horsepower.

The Supra comes with an eight-speed automatic gearbox for the transmission system, which can be manipulated via paddle shifters behind the steering wheel.

For the 370Z, Nissan’s premium spec is a naturally aspirated 3.7L V6 gasoline engine with the 370Z NISMO model. The power output of this engine is 344 ponies. The engine is mated to a seven-speed automatic transmission system, which also has paddle shifters.

While the 370Z on paper is more powerful (since it produces more horsepower), the Supra still has a lot to say. The Supra produces significantly more torque than the 370Z, its gearbox has one higher gear and it is equipped with a turbocharger.

Both cars are rear-wheel drive. And for the brakes, both have disc brakes. But for the parking brake, the 370Z comes with a manually operated manual parking brake. However, the Supra does benefit from an electronic parking brake.

Another big advantage of the Supra over the 370Z is its suspension system. The Supra comes with a driver-adjustable suspension system. Drivers can adjust the suspension to suit their driving style. For long trips, you can choose an extra-smooth ride to reduce fatigue. For more control on trickier roads, you can opt for a sporty frame. The 370Z does not offer adjustable suspensions.

The Supra comes with bigger tires than the 370Z, and since they have a better aspect ratio, they are much more manoeuvrable. In addition, the front-to-rear weight distribution of the Supra is much more balanced than that of the 370Z, which further improves the car’s handling.

In terms of fuel economy and range, Supra’s inline-6 ​​again does a better job. On the EPA test cycle, the Supra achieves better fuel mileage compared to its rival. The Supra automatically shuts off the engine when the car is stopped in heavy traffic or at traffic lights. The 370Z does not offer such a feature, which further adds to the advantages of the Supra over the 370Z.

RELATED: 10 Things We Know About The 2022 Toyota Supra

Want to get the best JDM for tuning?

Both cars are adequately designed to accommodate other modifications and customizations. But since the Nissan 370Z has been around for a while, it may be easier to find specific aftermarket parts (such as particular body kits).

But in terms of more general parts, such as cold air intake systems and forced induction systems, both cars can handle a variety of options smoothly.

Since the Supra already has a turbo from the factory, you wouldn’t have to worry about adding so many forced induction systems. But if you want a forced induction system on a 370Z, you’ll have to install it yourself.

Finding sportier rims and tires shouldn’t be a problem for either car. And there are also a fair number of spoilers, front splitters, side skirts and aftermarket hoods for both vehicles.

RELATED: Watch Toyota Take an Epic 100ft Jump in the New Supra

The Supra is a clear winner… or is it?

The Toyota Supra offers a lot more in terms of performance, but it doesn’t stop there. In terms of safety and reliability, it is still the Supra that holds the top of the block. The Supra comes with a number of advanced safety measures, such as a standard pre-collision system, lane departure warning system and optional blind spot warning system.

That said, it might seem easy to choose a car between the Supra and the 370Z. And we would agree with you to choose the Toyota Supra over the Nissan 370Z here; that’s as long as you have the money to afford it. The Nissan 370Z has a price range of around $ 30,000 to $ 48,000. The Supra, meanwhile, starts at around $ 56,000 and goes all the way up to $ 67,000.

In the end, the Toyota and the Nissan are great vehicles and won’t disappoint. But as long as you’re willing to pay the price, Toyota is happy to bring you a car that outperforms Nissan’s 370Z.

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Harley-Davidson is moving away from its traditional air-cooled touring and cruising motorcycles and heading into whole new territory. The greatest example of this was the electric wire under tension, followed by the Pan America adventure motorcycle with its excellent Revolution Max 1250 engine. The final chapter in Harley’s rebirth is the 2021 Sportster S.

While the Sportster name has been around since the late 1950s, this new S model bears little resemblance to the Sporties of yesteryear. It uses a version of the Pan America engine that’s readjusted to deliver more torque at mid-range, with modern suspension components and tilt-sensitive driver assistance systems. This is not your typical Harley.

The Revolution Max 1250T engine in the Sportster S has the same displacement as the Pan Am, but it features different cams and cam timing along with many other changes. That takes the power from 150 horsepower in the Pan Am to 121 horsepower in the Sportster S, although the overall torque output is the same at 94 pound-feet. In exchange for that, you get a ridiculously strong midrange, a very flat torque curve, and a garish red line of 9500 RPM. It gives the bike a feeling parcel more powerful than its numbers would have you believe.

This engine is mated to a six-speed sequential transmission and a cable slip clutch. Both are great to use. The clutch pull is some of the lightest and smoothest of any Harleys I’ve been to and makes shifting enjoyable. The shifter (and rear brake) are mounted in a mid-forward position, sort of dividing the difference between a traditional Harley and something like the Indian FTR 1200. I’m surprised how quickly I get used to this design and how comfortable it is on a high speed and very twisty road. I prefer them to bikes with centrally controlled accessories, thanks to the extra legroom.

The Sportster S has a single Brembo front brake system consisting of a 320-millimeter rotor and a radially-mounted four-piston monobloc caliper. The rear brake uses a single piston caliper and a 260-millimeter rotor. Choosing a single front brake on a bike as powerful and heavy (502 wet pounds) as the Sportster S might seem odd. In practice, I don’t find the setup to be a particularly weak point, and with the stupendous engine braking available from the 1250T, I barely find myself touching the brakes.

The S has a bulldog stance, but Harley had to make a number of sacrifices to make the bike look what it is. For example, while the bike has a high quality adjustable monoshock at the rear, it only has about 2 inches of travel. For a 300 pound rider like me, that equates to a very bumpy ride and bruising in places where no one should get bruised after a day of riding. On smooth roads the bike is fine, with the suspension doing a great job of absorbing more bumps and minor vibrations.

A highlight for the new Harley models is an extremely competent suite of driver aids. The Sportster S is no exception here, thanks to its tilt-sensitive anti-lock brakes, traction control, wheel control and Harley’s Drag Torque Slip Control, which mitigates rear wheel lockup due to engine braking. All of these systems are highly configurable and efficient when you’re a little stuck with the throttle in sport mode in the middle of a turn – not that I know of, or anything.

The Sportster S is a bit odd from an ergonomic point of view. On the one hand, it has a very low and accessible saddle height (29.6 inches), which makes the bike more accessible for smaller riders. On the other hand, the reach of the simple small saddle on bars is a bit long, even for someone like me with a long torso and long arms. I would love to see a more swept bar option in the future.

Speaking of this saddle, this is a weak point of the bike. Sure, it looks fantastic – Harley designers did a great job with the bike in general – but its size and shape limits the amount of travel a rider can take on long trips. This, coupled with the super soft seat foam, means pressure points are a real concern, and I find myself having to stop and get up quite often after a few hours of driving. Harley offers an accessory saddle that is supposed to be bigger and better padded, but I haven’t experienced it so I don’t know if that will alleviate these issues.

Overall, the Sportster S is a bike that manages to look back (as Harley loves to do so so much) while pushing the brand forward. It pays homage to the history of the Sportster line without being indebted to it. The result is a motorcycle that looks and rides unlike anything the company has ever produced.

Everything you thought you knew about Harley-Davidson is about to change, and the new Sportster is proof of it. Sure, the bike still looks great and front foot controls, but it was given so many changes in this new generation that it’s barely recognizable as a Sportster. With an all-new Revolution Max engine developing 121 horsepower and 94 lb-ft of torque, power output sounds American Cruiser, but internal balance The water-cooled twin overhead cam engine definitely doesn’t. Oh, it’s gonna be interesting!

Considering the new Sportster S weighs around 60 pounds less than the bike it replaces, and has been updated to include a new round TFT dashboard, LED lights, greater lean angle, and Traction controlled by IMU and ABS system, seems like a good overall ride. From press footage, the Sportster appears to have a handlebar control setup similar to that of the Pan America, meaning that the old mainstay of Harley’s life – namely getting used to having a turn signal for each main – left the path of the mountain gorilla. That is to say not extinguished, but get pretty damn close.

The impetus for this major change was the introduction of Euro 5 emissions standards, which killed off the old oil and air cooled Sportster. The Sportster name dates back to the 1950s and ran on a frame introduced in 2004. This new model bears the name, but updates everything for the modern era of motorcycling. Even the most jaded hipsters would be happy to post this bike on their Instagram, but at the same time, it looks tough enough to be enjoyed by big, beefy bikers.

I can’t wait to kick one of my poles standing in the seat of the new Sportster S. It has all the styling cues I love about Harley, including the raised pipes from the old one. XR1200. Hope this points to an even more aggressive naked street fighter beating the Indian FTR (come on Harley, just give us the Bronx!) in the future. At $ 15,000, it’s not a cheap bike, but it looks like it’ll be a riot. And that purple paint (okay, Midnight Crimson) looks absolutely spectacular in the photos.

So, I’m going to cycle on Wednesday afternoon. Here is your chance to ask me anything. What do you want to know about this bike? What do you want to know about the future of Harley-Davidson?

Creating something from nothing is what Mark Blundell does best. Well, not literally nothing, but aftermarket parts belonging to a variety of different machines that might otherwise go to waste (like his Honda XR500 Speedway replica). Blundell owns and operates Calgary’s TJ’s Cycle, a well-known used motorcycle parts store, and its overflowing yard full of exhaust systems, wheels, front blocks and controls is its playground.

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Over the years Blundell has built many different custom motorcycles, some for himself and some for customers. First and foremost a machinist and custom motorcycle builder, Blundell has also washed windows, sold cemetery plots, and worked with a chiropractor as a massage therapist. Born and raised in Coventry, England, he moved to Canada in 1988, stopping first in Windsor, Ontario, before heading west into the mountains in 1989. In 1998, he purchased TJ’s Cycle and celebrate ten years in the business.

Blundell is currently building a 1930 Ford Model A Coupe in a 1950s style, and he wanted a bike on display next to the car. He has been working on the car for over eight years, but the bike was completed first. As the car will be without a mudguard, so will the bicycle. But Blundell says his original inspiration was taken from a custom Sportster Performance Machine. He wanted to build a similar, but more economical, version to match his hotrod.

The whole project started when Blundell inserted a 1994 1200cc Harley-Davidson Sportster engine in a standard Paughco rigid frame. Blundell had bought the motor years ago and kept it waiting on the shelf. He ordered his Paughco frame with no rake or extra stretch.

Next are the Honda Comstar wheels, stripped down and carefully polished by Wesley McRadu. Square Avon Speedmaster Mk II TT tires – 4.00-18 “rear and 4.00-19” front wrap the rims. To anchor the front end, Blundell found a set of forks from a 1980 Honda CB750. In order for the Honda’s metric lower shaft to fit the Paughco Imperial tailstock, Blundell replaced the steering rod with the one from the Honda. ‘a Harley-Davidson, making it a 1 “item. And to give the bike a lower stance, new 4-inch tubes from Forking by Frank were fitted, along with shortened springs. Both roll bars above the front wheel serve a purpose – the rear is a solid bar and it acts as a fork brace while the front is hollow and carries the wire to the traffic light on the opposite side.

The whole project started when Blundell inserted a 1994 1200cc Harley-Davidson Sportster engine in a standard Paughco rigid frame.

With the wheels, forks and motor in the frame, Blundell implemented several other unique custom touches, including mounting the solo seat in a very unusual way. Blundell didn’t want exposed seat springs, so he designed a leaf spring suspension system. From his brother-in-law David Wright, who works at local springs and suspension specialist Standens in Calgary, he purchased a single sheet 2 “wide by 18” long. The spring is welded to the spine of the frame under the Mustang single cap gas tank. “The spring is working well, it has good tension and it’s not uncomfortable,” Blundell said of the race. In order to clear the leaf spring, Blundell built brackets to elevate the Mustang tank above the frame.

Cardboard jigs were used as templates for the sheet steel oil tank / partial rear fender / battery pan unit. The vessel holds three liters of oil and is neatly shaped to reflect the line of the rear wheel. One of Blundell’s goals was to keep the 7/8 “handlebars as clean as possible. An internal throttle originally intended to fit 1” bars machined to fit smaller diameter tillers. contributes to this effort. With the throttle hidden, Blundell got rid of the front brake lever by proportioning the front and rear Honda disc brakes using the right brake pedal.

But with both brakes on one pedal, how was Blundell going to manage to start when he was stopped on a hill? A single shift lever on the left side of the bike pivots just below the gas tank and takes care of the clutch and gearbox. This means Blundell can keep his left foot on the ground while pulling the clutch and shifting into first gear, while his right foot has the tethers firmly on. Electrical controls for the start button, lights and signal lights are also mounted on the gear lever. “It captures the attention of a lot of people,” Blundell says of the new manual shifter. Honda’s original silly lights, in the polished housing and mounted on the forks, are all wired and working.

The engine hasn’t received too much attention. It’s been cleaned and refreshed, and Blundell created a two-in-one exhaust system that drains the left side of the bike just behind the rider’s leg. The rear cylinder hose comes forward and wraps around the front cylinder, where, on the left side of the engine, the two hoses come together in a single hookup.

To put the finishing touches on the bike, Blundell had the frame, gas tank, oil tank and lower fork painted a robin egg blue. It’s the same color he plans to paint on his Ford hotrod. Ryan Veness of Blood Shot Airbrushing in Calgary painted the two pin-up girls, connected by the telephone wire between their two receivers. Blundell has dubbed the bike Miss Behavin, while the car, when completed, will be called Miss Chievous. As for the shiny bits, there is no chrome on the bike, everything was either nickel plated or polished. “I wanted an older, tarnished look, and I didn’t want the chrome bling – nickel is yellower and softer,” he says.

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On his philosophy of building custom bikes, Blundell concludes, “I believe in always creating and using what is at hand. ” He adds; “A good 80 percent of the fun in the hobby is in the building. Put something in the vise, cut it, and run it – there’s more satisfaction to that than bolting parts ordered from a catalog.

TJ Cycle Sportster Custom Gallery

Pictures: Amee Reehal

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