Latest Cars And Bikes Reviews

Archive for the ‘Harley Davidson Bikes’ Category

The Harley-Davidson Heritae Softail family got a new engine for 2006 – well ‘new’ isn’t strictly true – it’s heritage is 100 years old. But the ‘96B’ variant in the Harley-Davidson Heritage Softails uses balance shafts instead of rubber mounts like the rest of Harley’s range. It shakes like a fitting Hippo at tickover, produces excellent torque at low revs and runs out of puff at about 90mph.

Well built, like all modern Harley-Davidsons. Breakdowns are fairly rare as are major problems as long as the motorcycle is well cared for. Corrosion can be a problem with the Harley-Davidson Heritage Softail but few get used in winter – just as well as it slashes resale value.

Like all modern Harley-Davidsons, handling is surprisingly capable. Yes, it’s softly sprung and heavy but ground clearance is more of a limiting factor than anything else and you can whip along a twisty road at a more-than respectable pace. The Harley-Davidson Heritage Softail’s brakes are poor – one front disc really isn’t enough.

Expensive when new, like all the large Harley-Davidsons. It’s far from the most expensive of the bunch though plus holds its value exceptionally well on the used market. Quality extras can even add to the value of a motorcycle – very rare as with most other machines standard motorcycles are the most desirable.

The standard Harley-Davidson Heritage Softail is not exactly loaded up with goodies. There’s little more than the bare minimum. Plenty of people find the rider seat comfy and the foot boards are novel but offer no real advantage over pegs. Pillion’s get a smaller seat and nothing to hold onto. Fortunately after-market extras are virtually limitless.

More power than a Ducati 916 or early Fireblade and far smoother than Harleys of old. The Harley-Davidson VRSCA V-Rod’s injected V-twin is just chuggy enough but pleasingly torquey at low revs. But as the needle sweeps into the top third of the tacho the exhaust note changes and it lays down some serious power. Tuned Harley-Davidson VRSCA V-Rods are competitive on the drag strip – and the long, low styling echoes that.

Lots of time’s gone into designing the Harley-Davidson VRSCA V-Rod and there’s no serious glitches in terms of reliability. The finish on the Harley-Davidson VRSCA V-Rod is better than the air cooled Harleys but if you do let it corrode, it’ll not do the second hand value any favours at all – but most Harley-Davidson VRSCA V-Rods are sunny weekend toys not winter sluggers anyway.

The Harley-Davidson VRSCA V-Rod’s modern tyres and modern suspension allied to a modern chassis give … wait for it… modern handling. Which is great on left hand bends. Take a right hander at any pace and the exhaust decks out disappointingly soon. It’s a real shame. The Harley-Davidson VRSCA V-Rod’s brakes are very capable and the suspension manages to balance sport and comfort nicely.

The Harley-Davidson VRSCA V-Rod is savagely pricey when new compared to similar Japanese capacity cruises – but none of them offer the same experience or such power. Running costs aren’t cheap either but few owners do enormous mileages. Depreciation is low. Harley’s own Street Rod is a grand cheaper and arguably a better bike than the Harley-Davidson VRSCA V-Rod.

Few frills on the standard Harley-Davidson VRSCA V-Rod and a small fuel tank. The riding position’s not like any other bike: The seat’s low, as are the bars, and the pegs extremely far forward. It’s not a comfy position for most people but at least you can dip into the enormous range of accessories, both official and unofficial get the Harley-Davidson VRSCA V-Rod’s ergonomics closer to what you need.

Like the rest of the big twin Hogs, the Harley-Davidson FLHR Road King’s ‘Twin Cam’ motor has just been boosted to 1584cc (from 1450cc and, before that, 1340cc) which gives it a healthy torque and midrange boost. The Harley-Davidson FLHR Road King’s engine is authentically vibey and useful enough but don’t expect anything like modern Japanese performance.

Classic Harley in every respect: the Harley-Davidson FLHR Road King’s powertrain is understressed, made from girders and been in production for decades, so no worries there. The chassis and cycle parts are hefty, lavishly painted and chromed and built to last. The Harley-Davidson FLHR Road King is a glossy tank among motorcycles.

Impressively plush and manageable. With its weight carried low the Harley-Davidson FLHR Road King is refreshingly stable and easy to steer, even at low speed. The ride is smooth and comfortable, too. Just be aware that, although improved in recent years, Harley brakes aren’t the best and like most big Hogs the Harley-Davidson FLHR Road King takes a  fair bit of stopping.

£13,000+ new is a huge amount of money, whichever way you look at it but Harleys, certainly in terms of appeal and depreciation, are different to other motorcycles and the Harley-Davidson FLHR Road King is one of the best Harleys. For our money, the Harley-Davidson FLHR Road King Classic, at £400 more than the stock King, is a better buy.

The Harley-Davidson FLHR Road King may not have all the bells and whistles of its full-dresser Glide brothers but its still a fairly tasty bolide. Panniers and screen are on the clunky side of robust, instrumentation and seating is lavish. Of the three, the Harley-Davidson FLHR Road King Classic is by far the sweetest.

The Harley-Davidson FLSTF Fat Boy’s long-lived (it dates from the 1950s) pushrod V-twin was boosted again in 2006 from 1450 to 1584cc (the original 1989-99 motorcycles were 1340s) and is now respectably meaty, especially when liberated with some fruity Screamin’ Eagle of other aftermarket exhausts. Still a vibey dinosaur, though, but that’s part of the Harley-Davidson FLSTF Fat Boy’s  appeal.

Build quality is fair and the Harley-Davidson FLSTF Fat Boy is about as rugged as new motorcycles come. Steel proliferates over alloy, finishes are decent quality and mechanicals are generally proven and understressed, so you should have no worries with your Harley-Davidson FLSTF Fat Boy. Full service history is recommended, though.

For most Harley-Davidson FLSTF Fat Boy owners, it’s surprisingly good. The rear ‘softail’ suspension (with the twin shocks hidden under the engine to give the hardtail look) may give a slightly harsh ride, but otherwise the antiquated but quaint Harley-Davidson FLSTF Fat Boy is well balanced, predictable and easy to steer and manouvere.

Swings and roundabouts. At £13K, the Harley-Davidson FLSTF Fat Boy is hellishly expensive for what it is. There’s no clever technology, no impressive spec, no incomparable performance. But then, as the most desireable of Harleys, there’s no alternative, either and the Harley-Davidson FLSTF Fat Boy’s value holds up well. You pays your money.

With Harleys, most of the goodies come extra and the Harley-Davidson FLSTF Fat Boy is more basic a Harley than most. But what you get built-in is incomparable style, gloriously deep paint and chrome and high residuals. Most used Harley-Davidson FLSTF Fat Boys will come with pipes and other Harley goodies already fitted and, if genuine Harley accessories, are worth extra.

The Harley-Davidson XL1200 Sportster’s engine is undeniably crude – but is that a fault or a virtue on a motorcycle like this? No Japanese engine can touch it for character. It’s not that different to the OHV lump that powered Harley’s 1957 Sportster. Historic, torquey, vibey it is but sporty it certainly ain’t. But Harleys are about taking it easy and being seen, not rushing about - and the Harley-Davidson XL1200 Sportster is no exception. Gearbox is equally agricultural yet lovable.

The latest Harleys, Harley-Davidson XL1200 Sportster included, are well built. The American company’s really improved things since the 70s and 80s and even the 90s. The finish is quite durable but remember the Harley-Davidson XL1200 Sportster is a motorcycle made for posing – any corrosion is a disaster so avoid winter use or clean religiously. Some Harley-Davidson XL1200 Sportsters lose a little oil through the air filter so keep an eye on levels.

Whisper it – modern Harleys handle ok – nicely even. Sports bike jockeys who’ve never tried one may scoff but the Harley-Davidson XL1200 Sportster manages to be less wallowy than most Japanese cruisers. Unfortunately short travel suspension on the rear means bumps ruin the ride, especially if you’re heavy or carrying a passenger. Unfortunately this Harley-Davidson XL1200C Sportster model only gets a single front disc, which is inadequate – other 1200s got two.

The Harley-Davidson XL1200 Sportster isn’t particularly cheap to buy but like all Harleys, depreciation is extremely low. The Harley-Davidson XL1200 Sportster’s fuel consumption is impressive and insurance isn’t OTT – but not cheap for the performance – thieves like Harleys. Maintenance costs are pretty low. The engine’s simple (and the valves don’t need adjusting on later Harley-Davidson XL1200 Sportsters).

Standard equipment on the Harley-Davidson XL1200 Sportster is not lavish but belt drive is low maintenance. 90% of Harley-Davidson XL1200 Sportsters get customised, most commonly from Harley-Davidson’s own brand of aftermarket parts, Screamin’ Eagle. Exhausts are common as are jet kits to improve low speed running and prevent stalling. There’s a telephone book of accessories to choose from and some even add to the Harley-Davidson XL1200 Sportster’s used value.

Over a hundred years of heritage and more character than Wild Bill Hickok. The Harley-Davidson FLHTC Electra Glide’s engine is lumpy but loveable, as is the gearbox. Loads of torque – but it needs it to shift all that weight. Not much power in reserve when you get up to motorway speeds – desperate reps in turbo diesels will muscle past the Harley-Davidson FLHTC Electra Glide in the fast lane.

Harleys have come a long way in the last decade and the Harley-Davidson FLHTC Electra Glide is no exception. Faults are pretty rare and they’re solidly put together machines. Corrosion can bite, like on any machine, but with so much metal and posing at a premium it hurts more on an Harley-Davidson FLHTC Electra Glide.

This big ‘ol girl’s built for comfort not speed. Take it easy on the Harley-Davidson FLHTC Electra Glide and it’s a great place to chug along, taking in the view. Try to up the wick more than a little and things get decidedly bouncy. It’s pretty easy to touch parts down if you whiz through roundabouts on the Harley-Davidson FLHTC Electra Glide. But what’s the point in rushing when your motorcycle looks this good? Slow down and soak up the admiration.

The logical man would buy the cheaper and higher-tech BMW K1200LT or superior Honda GL1800 Goldwing. But as well as the huge advantage the Harley-Davidson FLHTC Electra Glide has on charm it also benefits from minimal depreciation which is a real bonus. Insurance is cheap considering the price but expensive given the Harley-Davidson FLHTC Electra Glide’s performance.

Next to a CBR600 the Harley-Davidson FLHTC Electra Glide’s got it all – huge fairing, comfy seat, stacks of luggage, optional stereo that’s so good you can use it most of the time. But the uber-tourer class is dominated by the better equipped Goldwing. Fortunately there’s a host of extras for the Harley-Davidson FLHTC Electra Glide, official and unofficial, to get your Glide just right for you.

The Harley-Davidson XL883 Sportster’s engine is lardy, lumpy and laborious, unfortunately. However, sharp and sleek aren’t what Harleys are about: they’re about burble, gurgle and chilled-out trundle and the Harley-Davidson XL883 Sportster can do all three. The carbed, 883cc Evolution engine has masses of grunt low down but wheezes at it approaches the ton mark. The engine’s now rubber-mounted to reduce vibrations.

There’s no question over the build quality: Harley-Davidson XL883 Sportsters are tough. Finish is superb on everything from switchgear to paint jobs. Harley offer a good aftersales service and technical back up, which is reassuring and, whilst Harley-Davidson XL883 Sportsters have a reputation for being “agricultural”, like tractors, it takes a lot to destroy them.

Weighing 251kg but offering just 50bhp, the Harley-Davidson XL883 Sportster is a lot of motorcycle to move. At slow speeds you can really feel its weight, too and handling out on the open road isn’t razor sharp either. Ground clearance is a problem if you tip it in too far, the brakes are just about ok and the gearbox, whilst predictably clunky, does the job. The Harley-Davidson XL883 Sportster’s punch is great in town but it’s too low to see over traffic.

Harleys are not cheap and buying the Harley-Davidson XL883 Sportster is the way most fans of the marque can get a foot in the door. You can get more bike for the money elsewhere but that’s not the point: these machines are legendary. Once bought, like all Harleys, Harley-Davidson XL883 Sportsters hold their value very well and, if you buy a used model, chances are it’ll be well cared for and have a plethora of extras already added by an earlier, passionate owner (which may, or may not, be a blessing).

This is the basic Harley-Davidson XL883 Sportster but Harley provide loads of extras, enabling you to customise it to your needs. Standard Harley-Davidson XL883 Sportster has a single seat, low bars and a basic dash. The foot controls are mid-mounted, so not too extreme, and the clutch lever action’s been lightened to save aching wrists. Transmission is belt drive.