Arsip untuk Maret, 2010

Harley-Davidson XR1200

Series to race at selected AMA Pro Road Racing weekends
AMA Pro Racing and Vance & Hines have announced the launch of the new AMA Pro Vance & Hines XR1200 Series, a spec-bike five race championship featuring specially modified Harley-Davidson XR1200 motorcycles.
According to organizers, this series aims to provide Harley-Davidson owners, dealers and enthusiasts a chance to join the action at selected AMA Pro Road Racing weekends throughout the country.
As the presenting sponsor, Vance & Hines will also serve as the official race kit supplier for the class. The kit will consist of a Vance & Hines XR1200 exhaust system, a Fuelpak fuel management system, race bodywork including number plate, single seat tail section and belly pan, 17-inch front wheel with matching front fender, steering damper, oil cooler relocator and race decal package. The cost for the complete kit will be $3500.

As in all AMA Pro Road Racing series, Dunlop will provide the spec tire for the class and Sunoco will fuel the racers with their Sunoco 260 GTX fuel. In addition to the Vance & Hines supplied kit parts, teams will be allowed to upgrade their suspension, hand and foot controls, brake components and instrumentation.
“Adding another element to our events with a series of this caliber will be a great benefit to our sport,” says AMA Pro Racing Chief Operating Officer David Atlas. “The specification of the XR1200 package will put the premium on the rider’s ability and will provide a great new class of racing that has ties to the past.”
The XR1200 Series will feature a $5,000 purse payout at each of the five rounds, $2,500 going to the race winner, $1,000 to the runner-up and $750 for third. Fourth and fifth place finishers will receive $500 and $250 respectively.
For the 2010 season, the AMA Pro Racing Vance & Hines XR1200 Series will race at five rounds of the AMA Pro Road Racing Championship. The first race will be just north of Harley-Davidson’s Milwaukee headquarters at Road America in Elkhart Lake, Wisconsin. Next up will be the classic Mid-Ohio Sports Car Course, moving on to Virginia International Raceway and New Jersey Motorsports Park. The season finale will be at Barber Motorsports Park.

1996 Harley-Davidson FXSTS Springer Softail

Timeless Classic Big Twin

Want a thoroughly modern Milwaukee V-Twin, but long for the look of simple lines from a simpler era? Something with that classic biker look? Something truly unique? Well, gaze no farther than the ’96 FXSTS Springer Softail, a modern re-creation of 1940’s H-D customs. Clean, classic styling, with several new enhancements for the 1996 model year.
All Softail models feature electronic speedometers this year, along with new, self-cancelling turn signal modules that contain an integral sealed connector. This, coupled with new surface mount technology, results in smaller sizes and increased durability. Softails also feature new one-piece instrument consoles, and round-key ignition is now standard.

But it’s the laid-back ergonomics that really draw you to this Softail. Retro-look chrome springer front end, high bars, bullet-shaped headlight, and long, low ride. A reminder of decades past.
On the road, the Springer Softail emits the classic Harley feel. Its solidly mounted 1340cc Evo engine is one of the smoothest running Harley V-Twins to be found this side of the iso-mounted FLH models. Although the motor rumbles in typical Harley fashion, vibration only becomes intrusive above 65 – 70 mph, where handlebar grips and footpegs give off an annoying buzz. Below this speed though, the Springer is an enjoyable ride. Once warmed up, jetting on the Keihin CV carb is spot-on. Roll on the throttle at 35 mph in top gear, and the FXSTS will accelerate smoothly and evenly without protest, pulling strongly with real-world torque. No horsepower monster, the Springer is perfect for cruising around town or down a scenic two-lane.

Handling is surprisingly light, the Softail disguising its 625 pound heft well. Until you get used to the foot controls, which are mounted well forward, it can be a little awkward at low speeds, but once you’re rollin’, it’s great. Narrow feeling, the Springer can be flicked into turns with ease, contradicting its non-sporting intentions. Limited suspension travel coupled with firm springing and damping help keep hard parts off the road on the low slung chassis, but this imparts a harsh ride on rough surfaces, especially on annoying freeway expansion joints. Overall ride is good as long as the road is smooth, and the distance to travel short.

Even though the Springer’s look and styling are retro, some of the Milwaukee brand’s shortcomings that have hampered its image in the past are slowly being modernized. Clutch action, for instance, is much improved over earlier leviathan Harley clutches, the effort required being reasonable rather than excessive, with smooth engagement. New high-contact-ratio transmission gears impart smoother, quieter gearbox operation, allowing it to click into first gear, rather than the clunk you used to get. And the substandard brakes of yesteryear have been consciously eliminated.
With ninety-one years of Harley heritage built-in, the ’96 Springer Softail is a beautiful, thoroughly competent and enjoyable motorcycle. With the look that has long inspired the custom-bike culture. Made for cruising at 50 mph on a smooth, open road, its torque-rich power rewards. You could have a totally lousy day, but feel fine by the time you arrive home – because you got to ride this bike.
Specifications:
Manufacturer: Harley-Davidson Motor Company
Model: FXSTS Springer Softail
Price: $14,030
Engine: Air-cooled OHV V-twin cylinder
Bore x Stroke: 3.498 in. x 4.250 in.
Displacement: 80 cu. in.
Carburetion: 40mm Keihin CV
Transmission: 5-speed, belt final drive
Wheelbase: 64.41 in.
Seat height: 26.12 in.
Fuel capacity: 4.2 gallons
Claimed dry weight: 625 lbs.

1997 Harley-Davidson Electra Glide Standard

Saving Money Was Never So Easy

Remember the FLHS?

Harley-Davidson never really discontinued the Electra-Glide Sport, they merely created two models from one. First came the Road King, a stunning model resplendant in chrome and classic styling touches. Now we’ve got our hands on the second spawn from the Sport’s demise, Harley’s FLHT, or Electra Glide Standard.

The FLHT is less expensive than its Road King cousin, for it lacks that model’s extra chrome and optional fuel injection. But if you’re worried that your Electra Glide might come up short when compared to The King, fear not – for this bike is much more than just an Elvis impersonator.

Differences start at the front where our Standard wears a wide touring fairing in place of the Sport’s smaller windscreen. Instruments have moved from the original tank-mounted location and are now fairing-mounted. Our only complaint with the layout was a gaping hole left in the dash where a stereo should be. We don’t have a problem with Harley lowering its price by not fitting a stereo, but surely they could place a little plastic door over the area so owners might get some extra storage space for small items.

Besides the stereo, other cost-cutting areas include chrome. While some FLHs have chrome engine covers and saddlebag trim, an Electra Glide does without and instead relies on the appeal of its basic black paint and real steel.

But while you don’t get fancy chrome or a stereo, you do get that wonderful 80 cubic inch lump of Milwaukee iron. I’m sure lab tests would show that rumblings from a Big Twin send alpha waves directly to your brain and cause the release of endorphins.

Normally we lean heavily towards bikes that lean heavily, but when we rode the Electra Glide, we always found ourselves taking the long way home or getting up just a little earlier on Sunday to go for some wandering day trip. This bike has a way of doing that to you.

Contributing to that relaxed feel is a frame that has been redesigned for all ’97 FLHs. Seat height has been lowered to just 28 inches, nearly a full inch lower than previous models. That lower, and heavier braced, frame enabled Harley designers to create a seat that was narrower at its front, meaning your legs don’t have to splay as wide to reach the ground. Other advantages of the new frame include a repositioned fuse console and larger battery. Previously there was little room under the seat, so fuses were stored in the fairing. Now they’ve found a home under the left panel, where they can be accessed without tools. Increased under-seat room has also meant an increase in battery size, with amp-hours jumping 50% from 20 to 30. A final bonus is that just 11 fasteners are now used to hold the luggage and rear fender assembly together, as opposed to the older design’s complex array of nuts and bolts.

One cost-cutting measure that we don’t care for is the lack of fuel injection. Harley impressed us with their injected Road King and Electra Glide Ultra Classic and their easy starting and clean response. The only downside was that FI chips weren’t programmable for riders who wanted to make modifications, something that has been changed this year. We’d like to see fuel injection offered as an option.

Fuel injection or not, our Electra Glide started easily and soon settled into that familiar its-gonna-stall idle. Vibration is almost non-existent thanks to the rubber-mounted engine and floorboards. Power is just what you’d expect – piles of torque and bottom-end grunt. Hell, you can leave traffic lights in fifth gear if you want. That same stump-pulling torque makes for easy cruising around town and on the highways. There’s power everywhere, so shifting is an option rather than a necessity. Just roll on the throttle and let the engine do the rest.

Despite its portly 742-pound (336kg) dry weight, corners can actually be enjoyed. Ground clearance is respectable for a heavyweight, although grinding floorboards is still easy. The new frame’s lower center of gravity makes parking lot manouevering easier than you’d expect. Soft suspension allows some wallowing in quicker corners, but not so much as to put you in a panic. Our only complaint came from the suspension’s lack of response to larger bumps, which rock the bike hard. Removing the right saddlebag and adding air to both front and rear suspension is easy and helps somewhat, but rough pavement will still jolt you.

When you get away from torn up urban pavement the Electra Glide’s soft springs make for a comfortable cruise. Highway miles roll by with no complaints of buffeting, crappy seats or tiring vibration. Just click it into top gear, twist the thumb-operated friction cruise-control and enjoy the view. However, in cooler weather you might want to wear chaps or at least heavy pants as the Electra Glide leaves your knees in the breeze.

On crowded two-lane highways, the lack of passing power is a problem. This engine clearly doesn’t enjoy speeds over 85mph, although it will huff and puff its way to 90. Another complaint is saddlebags that look great and remove quickly (just two Dzus fasteners), but aren’t practical for carrying once off the bike. Optional pull-out liners would be a wise purchase.

Riding a Harley, particularly a Big Twin, is somehow different than other bikes. No, we’re not falling victim to all the marketing hype that says “Things are different on a Harley.” Your life won’t change, at least not dramatically. Your dog is still stupid and your cereal will still get soggy. What you will get when you buy a Harley is a truly satisfying bike that holds its value. An Electra Glide Standard has everything that makes Harleys great: Classic styling, a torquey motor and easy maintainence. At $12,495, it’s almost $2,000 cheaper than a Road King and a whopping $5,255 less than Harley’s Ultra Classic. With those extra bucks you could have a lot of fun customizing an Electra Glide to fit your own touring personality. But even if you leave it as is from the factory, this Harley is anything but standard.

Specifications

Manufacturer: Harley-Davidson
Model: 1997 FLHT Electra Glide Std.
Price: $12,495
Engine: V-twin OHV Evolution
Bore and Stroke: 3.498 by 4.250 in.
Displacement: 1340cc
Carburetion: 40mm CV Keihin
Transmission: 5-speed constant mesh
Wheelbase: 63.5 in.
Seat Height: 25.25 in.
Fuel Capacity: 5 gallon/.9 reserve (18.95 litres)
Claimed Dry Weight: 742 lbs (336.57 kg)