2011 Harley Sportster XL1200C Review

I admit it. I used to say that Harley-Davidson was perhaps diluting its bloodline by releasing a plethora of dolled-up versions of its various motorcycles over the last 20 years or so.

I was concerned that maybe the Motor Company was taking the joy of customization away from the enthusiast by prepackaging its bikes in various stylistic formats. Yes, I may have even been overheard complaining that the massive corporation was bilking the aftermarket with its extensive line of accessories.

What changed my mind? The simple, elegant Sportster Classic 1200. As benchmark of the Sportster line, the XL1200C is the ideal entry-level bike. It’s easy to handle, with a decent amount of power. The closest Harley-Davidson comes to building a standard, the Classic 1200 is likely the most generic bike in the entire H-D lineup. True, Harley offers a ton of bigger, faster, and/or sexier bikes, but to me, none of them are any more versatile or satisfying to ride than this one. It’s a faultless commuter bike, a capable tourer, and a heckuva lot of fun to push through the twisties. And when you ride with Sam Whitehead, you’d best be prepared to push it.

As a commuter, the XL1200C is a dream. It isn’t big and heavy, nor is it wimpy. Instead, it’s light, narrow, and easy to maneuver. Plus, it boasts ample giddy-up (79 ft-lbs. of torque) and fantastic fuel economy (42 mpg in the city). Around town, it’s the ideal urban warrior: big enough to be visible, yet nimble and quick enough to avoid hulking truckers, distracted drivers, and texting jaywalkers.

Touring riders would obviously prefer more creature comforts and power, but in a pinch, the Classic performed admirably. At 57 mpg on the highway, you won’t find a more fuel-friendly motorcycle. The tank holds a deceptive 4.5 gallons of gas. On the highway, the five-speed transmission never sounded as if it were winding out, and the comfortable ergonomics made the bike a pleasure on our two-day test run last autumn. The Classic features forward foot controls, which for me were ideal for this particular bike.

A bike this size is maneuverable in a lot of different ways, and one of my favorite methods of moving the Sportster Classic around was to simply hold the bars steady, and shift my weight while pushing with one leg or the other. Throttle was plentiful, handling superb, and on that peaceful autumn jaunt through upstate New York with the Brothers Whitehead, the Classic complied willingly and kept up admirably, with a modicum of effort.

For 2010, H-D’s line of 1200cc Sportsters is limited to four models: the new Forty-Eight, Nightster, Low, and Custom. The differences between the Custom and the Low are negligible, so I may as well point them out here. It boils down to aesthetics: while the Low sports a 19″, 13-spoke, cast-aluminum front wheel (same type as out back), the Custom was upgraded to a 21″ rim and snazzy, laced-steel spokes. The Low features midcontrols, as opposed to the Classic’s forward ones. Both bikes rock a black powdercoated Evo V-twin engine highlighted with chrome covers, and both have dual, staggered Shorty chrome exhaust pipes. The Low’s rear fender rail is black, while the Classic’s is finished in chrome — same deal with the respective bikes’ bullet headlights. The seat height in the Sportster Low is indeed lower — but only by 0.2″. Its seat is discernibly narrower up front, though.

Harley’s press kit claims the Custom features a “low-rise handlebar and chrome pullback riser,” while the Low boasts a “pullback handlebar on chrome 1″ riser.” Whatever. In either case the hand controls are easily accessible. The bottom line is that the Custom’s bar is straighter and less buckhorn-like. Both are available in red, black, or red/black two-tone, as well as custom schemes of red/Cherry, and black/White Pearl. The Custom we tested came in a spiffy blue/silver two-tone, a combo unavailable on the Low. Finally, the Custom will run you $100 more than the Low, up and down the line. Must be those laced spokes. Learn More...

Source : http://www.aimag.com

Blackline Softail, Harley’s Reviews Dark Custom

Over the past few years, Harley-Davidson has chosen to make new bike announcements gradually. Usually we’ll hear about most of next year’s models around July, but then a couple more releases will come in the dead of winter.

I’m not sure why H-D does this. Perhaps certain models aren’t ready for production, or maybe H-D wants more press over a longer period of time. Fortunately for us, the unveiling of the 2011 FXS Blackline Softail took place in New York City, about 50 miles from American Iron Magazine’s offices, this past January. I was on hand for the evening’s festivities and was excited with the newest Dark Custom.

Once the drape was pulled and the bike was shown to the eager reporters, none other than Willie G himself got up to speak, and in his off-the-cuff presentation said, “You can call it a bobber, you can call it a custom. There’s a lot of words you can use for it.” Initially, I scratched my head. A bobber? Really? I just don’t see it. But when he capped his speech with “I think it’ll look great parked in front of any bar in the whole country,” I could see that. But I had to wonder, who is Harley building bikes for? Barhopping hipsters who take undue risks with their lives? Or real riders who want to enjoy time in the saddle? Due to record snowfalls in New England (and most everywhere else in the United States), it would be two months before we had a chance to actually ride the new Softail.

The nuts and bolts of the FXS are similar to other Softails. It uses a fuel-injected 96B V-twin engine with a six-speed Cruise Drive transmission and rear belt drive. This combo moves this 682-pounder down the road just fine. But the differences between this Softail and the others in the lineup are where the FXS shines. Lots of detail work went into making this powertrain distinctive. From the top down, the rocker box covers are gloss black, the cylinder heads feature a silver powdercoat finish, and the cylinders are finished in black powdercoat. The crankcase has a wrinkled black finish, and gloss black powdercoat covers the outer primary cover and transmission side cover. Other parts such as the derby, cam, and air cleaner covers are featured in mirror chrome. The finished product is impressive-looking, to say the least. An old-school chrome round air cleaner cover lends the bike an overall minimalist look.

The engine package is carried in a new Black Denim powdercoated frame with matching swingarm. Up front hangs a FX conventional front end with black powdercoat triple clamps and black fork lowers. The real eye-catching centerpiece of the bike is the new Split Drag internally wired handlebar arrangement, which mounts directly to the top triple clamp. The instrument gauge is nestled deep between the two downturned bars. The left bar is separate from the right and looks like no other in the Harley lineup. For function, I find the overall width of the bars too narrow, and they don’t provide much leverage for maneuvering the bike. But they get big styling points. A by-product of the narrow bars is that they place the mirrors too far inboard and only provided a clear view of my elbows. Any look to the rear required me to tuck in my arms and crane my neck to see what was back there. Without a doubt, the new handlebars are a form-over-function decision. However, by the time you read this, H-D’s P&A department will have wider bars and other accessories available.

I appreciated the left switch-mounted mode button, which allows the rider to toggle through several functions on the single gauge instrument. The speedo is analog, but the inset LCD displays a tachometer, clock, gear, odometer, A and B tripmeters, and miles to reserve. The entire package is low profile and tucked cleanly in the gap between the bars.

Flowing back through the cockpit, you’ll find an attractive, smooth, die-cast top gas tank panel atop an asymmetrical, 5-gallon Softail fuel tank. This is clean on the left side, with a low-profile fuel fill on the right. This is the only place you’ll find color on a Blackline, which can be had in Cool Blue Pearl ($15,998), Sedona Orange ($15,998), or Vivid Black ($15,499). That clean top panel with tasteful Bar & Shield logo is primarily there to cover fuel pump hardware. The seat’s hung low and is advertised to be a mere 26.1″ from the ground (unladen). While some shorter riders might be attracted to this, I met one vertically challenged test rider who found the reach to the bars too far. But for my 6′ frame, the ergonomics were comfortable, even if the seat padding isn’t. Learn More...

Source : http://www.aimag.com

2011 Harley Davidson Dyna Fat Bob Reviews

A brand-new Harley-Davidson and all you had to do was pay to register and insure the bike. Do you know what bike you would choose?

If I were given that offer, without a doubt I would choose a Dyna Fat Bob. Sure, I might go with the 2010 CVO version, but I would be just as grateful for a stocker like the 2011 Sedona Orange model seen here.

From the moment I first met Fat Bob, I felt like we had a bond. After my initial ride at the 2008 model launch where the bike was introduced, I knew I was going to really like the bike. So much so that it didn’t even bother me when I heard fellow journalists say “Look at Fat Joe on a Fat Bob.” In actuality, I thought that comment had a nice ring to it; it made me feel like Bob and I were best friends who just happened to be fat, and everyone else was just jealous at how well we complemented each other.

When I take a step back and look at the Fat Bob there are so many things that this bike does for me, I’m not surprised at how quickly it has squeezed to the top of my list of favorite Harleys. First and foremost, the rubber-mounted TC 96 engine and six-speed CruiseDrive transmission has a black powdercoated finish and features polished covers which, in my opinion, is the best look for a Twin Cam powertrain. From there, I’m drawn to the 49mm wide front end that is topped with drag handlebars and twin chrome headlamps. It’s also hard to miss that the bike is grounded by fat 16″ wheels (a 130 up front and a 180 out back). Add to that the aggressive tread pattern on the tires, and this bike has a nice, mean stance. Next, I appreciate how the classic 5-gallon Fat Bob fuel tank and Bobtail rear fender work so well together. On top of all that, the Fat Bob comes with forward-mounted foot controls, making it comfortable for a fat guy like me. I guess overall this bike just looks like it is made in the US and obviously made to be ridden.

This model is meant to be lots of things for the Motor Company, and I think it has succeeded. As I said in my first review of this model back in April 2008, to me, the Fat Bob is a throwback to all those FLHs that people bobbed back in the day. Even though it’s a modern bike, I believe it fits nicely into the Harley family tree from a historical sense. It may not be the smoothest riding Harley or have the quickest handling, but it does the job well enough for me especially since it has a starting price of $14,999.

In case you haven’t already figured it out, I like the Dyna Fat Bob, and I think it likes me. Whether it’s from a styling, comfort, or performance point of view, this bike delivers what I want in a cruiser. Sure, it’s not the most comfortable ride, but that’s what touring bikes are for. The handling is a bit slow thanks to the fat front and rear tires, but it’s not supposed to be a sportbike. Heck, no bike is perfect, but this one does enough things well that it might be perfect for me. As always, there are some simple upgrades I would do right off the bat if I owned one. Those changes include making the bike more conducive for taking longer trips by upgrading the seat and adding some simple carrying capacity. And while I was at it, a new air cleaner and pipes to let the 96″ breathe better couldn’t hurt. Since this bike is owned by Harley corporate, I’ll see if H-D will let me make those changes to our test ride. If so, I’ll be sure to run those install stories in future issues of American Iron Magazine. Learn More...

Source : http://www.aimag.com

Harley CVO Ultra Dark Side Specs, Prices and Reviews

Custom Vehicle Operations (CVO) Ultra Classic Electra Glide trades the shine of chrome for a fade to black in its debut as the new, darker version of this truly exceptional Harley-Davidson Touring motorcycle. Each motorcycle is serialized from one to 999, and displays a formidable array of blacked out components, led by the serialized CB pod insert and the Gloss Black Rumble Collection and low-smoked windshield, the new CVO Ultra adds leading-edge technology with a handlebar-mounted Road Tech zūmo 660 GPS Navigator and an integrated automatic lock system that now includes the ignition knob.

The CVO Ultra is powered by a black and chrome Screamin’ Eagle Twin Cam 110 engine and a 6-speed Cruise Drive transmission, which is the largest-displacement V-Twin engine offered from the factory by Harley-Davidson. Besides the black powertrain, this menacing touring bike revels in all things dark with a Crimson Mist Black / Dark Slate and Flame graphics base color, and approximately 185 other unique black parts, components and accessories meticulously melded to form and function by the CVO team.
Among the main attractions on the dark road to CVO Ultra custom inspiration are the Contrast Chrome Roulette wheels, the Rumble Collection featuring nine Gloss Black accessories from mirrors to saddlebag latch covers, black engine and saddlebag guards, and Diamond Black gauge faces. All these deeply dark features combine to make the Ultra into an inspired motorcycle that could only come from Harley-Davidson CVO.

The CVO Ultra presents a lower profile up front with a 6.5-inch smoked windshield and adds premium Touring features like anti-lock braking system (ABS), LED saddlebag lights, Electronic Sequential Port Fuel Injection (ESPFI), a six-gallon fuel tank, Brembo brakes and 160-watt CD/AM/FM/WB/MP3 Advanced Audio System by Harman-Kardon, CB and intercom, and passenger audio with controls, cruise control, plus standard XM Radio.

The CVO Ultra is built on the innovative Touring chassis introduced by Harley-Davidson in 2009, based on a single-spar, rigid backbone frame and swingarm specifically developed to suit the needs of long-haul touring rides.

Key CVO Ultra Classic Electra Glide Features

• Screamin’ Eagle Black and Chrome Twin Cam 110 engine with 110-cid (1803cc), rubber-mounted to the frame, is rated at 115 ft. lbs. of torque at 3750 rpm. The 6-speed Cruise Drive transmission with black and chrome case features a helical-cut fifth gear.

• Developed for Harley-Davidson by Garmin, the Road Tech zūmo 660 has a new mounting position for convenient viewing by both rider and passenger with a glove-friendly touch screen, left-handed controls and a bright, UV-resistant display that’s easy to read in sunlight.

• Gloss Black Rumble Collection featuring rider footboard inserts and pans, passenger footboard inserts and pans, shifter pegs, brake pedal, highway pegs, mirrors, windshield trim, saddlebag latch covers and heated hand grips with end caps. Learn More...

Source : http://www.aimag.com

2011 Limited Edition Harley Davidson CVO Reviews

Every Harley-Davidson new model launch I’ve attended over the years has been a rewarding experience in some way or another, but none more so than the ones hosted by the Motor Company’s Custom Vehicle Operations (CVO) division. It seems that when the CVO team launches their new models, they do it in a special and exclusive way, giving you the sense of what it might be like to actually own a CVO. This year’s press launch (CVO’s 11th year in existence) kept with tradition and made us all feel grand for many reasons, not the least of which was because we were bunking at the Ritz- Carlton in Half Moon Bay, California.

For 2010 there will be four models offered: two reprised, one all new, and one all new and exclusive to CVO (see page 110 for specs on each model). It’s no surprise that for a fifth time, the CVO Ultra Classic Electra Glide has made the lineup. And it’s nice to see one of my favorite Harleys, the CVO Fat Bob, make the grade for the second straight year. The other two models are the first-year CVO Street Glide, and the exclusive-to-CVO Softail Convertible. As a side note, these four bikes (as well as all Big Twins) will now feature a new helical-cut fifth gear in their six-speed Cruise Drive transmissions, eliminating that fifth gear whine which created a lot of business for Bert Baker. Although I did get to rack up some miles on all four models, I was most intrigued by the exclusive-to-CVO Softail Convertible, so I procured as much seat time as I could on it, figuring I should discuss it here.

The convertible is not necessarily a bold new concept for the Motor Company. In the ’80s, there were the FXR Convertibles, followed by the Dyna Convertibles of the ’90s. Neither of those models sold well, and the idea lay dormant at Juneau Avenue until this CVO interpretation came to fruition. Right from the start, you can see that special care was taken to make sure the 2010 CVO Softail Convertible was designed to be a two-in-one, touring-and-cruising factory custom, and it was going to look good doing it in either configuration. Attention to detail is obvious in the quality of its detachable parts, and how they work together on the bike as a whole. The combination of the color-matched compact fairing with the smoked windshield nicely integrates with the bike’s style, and is as simple to install or remove as any of the other detachable windshields Harley offers. The leather, semi-ridged saddlebags feature genuine buffalo-hide inserts. They can be removed in seconds by simply pulling and then turning a lock tab on the backside of the bags, and sliding the whole setup backward. The best part is that all that’s left behind are two mounting pegs on each fender strut. Installation of the bags takes a tad longer because everything needs to line up, including the lower mounting tabs. Once I got used to the installation process, I was able to attach each bag in under a minute, which leads me to believe even a monkey (or a buffalo) could learn how to do it.

An obvious and noticeable difference between this and all previous H-D convertibles is the fact that the custom leather seat has a detachable passenger pillion and detachable backrest pad, meaning, when not in touring mode, you have a solo seat cruiser. Note for styling continuity: all three of these parts feature genuine buffalo-hide inserts that match those on the saddlebags. When I initially sat on this bike, I couldn’t help but notice the low seat height (24.4″ laden) and high mounted position of the floorboards, which combined to give me a cramped feel while in the cockpit. Anyone with a large body take note because you might not like this bike on long hauls. The rear suspension has been lowered a full 1″, which forced me to smooth out my riding lines and not make any abrupt directional changes to prevent the floorboards from scraping. The good thing here is that by simply installing stock Softail shocks, you get that whole inch of ground clearance back. Better yet, in my opinion, a sweet air-ride setup would work righteously on this bike because you pump it up in touring mode and slam it down in cruiser mode. However, those of you who just plan on burning highway miles probably won’t have as many touchdowns, so this stock setup should be fine. Learn More...

Source : http://www.aimag.com

New Harley Davidson Sportster XR1200X 2012 Price

Harley Davidson Sportster XR1200X is the first release of 2011 models Harley and is scheduled to hit dealerships in August. 

Model X 43 mm inverted fork trade XR1200 is unadjusted for the fully adjustable 43 mm Showa Big Piston Fork, was first seen in theaters in 2009 ZX-6R. Also changing is very basic double Coil-over shock absorbers, to support fully adjustable Showa shock 36 mm. Although the Sportster XR1200X is still using the same dual strong, four-piston Nissin calipers model XR before, now 292 mm rotor of a variety of floating.


Engine 1200cc Sportster animated model X to start the processing of black-out, and the dual upswept exhaust pipes that resemble high-XR750 it. XR1200 engine and exhaust end in a silver color. risks to orange cast aluminum wheel spokes three additional cosmetic upgrades.

The suspension is the act of forgiveness without sacrificing feel, and generally provide a decent ride on the same floor of crummiest. All this performance never have touched the suspension settings in Harley Davidson Sportster XR1200X praised the new upgrade. The new suspension tuning XR1200X brings the ability to improve, as the pilot and more like he will find that can solve the problem of dealing with most individuals who are in the happiest of athletes. For this reason alone I can not imagine a good reason to regret the additional cost X. 

With this latest update with modern XR series, we once again thank our brothers of the European motorcycle enthusiasts. Although it was a bit strange to our runner-up for the American motorcycle with American icons like the look, I believe, as the saying goes, it’s worth the wait, even for a second time.

But perhaps best of all is the suggested retail price of U.S. $ 11.799 X, up to 1000 euros more XR1200 model. Remember that this suspension is now a model X of last year, is offered as an upgrade to $ 1,500 for standard XR Also worth nothing, the Sportster XR1200X model will replace the Harley Davidson Sportster XR1200 in 2011. (source: 2wheelmotors.info)

HARLEY DAVIDSON, Choosing Insurance for Your Bike

Collision insurance will help pay for the replacement or repair of your own bike should something happen to it, and full, or comprehensive coverage pays for everything, including heft, vandalism and all costs associated with any accidents you may be involved in.

Once you decide on the type of insurance you want and the deductible you're comfortable with, it's time to start shopping around. The best way to find a good deal is to talk to other bikers in your community to see what carrier they use and what cover ages they carry. After that, the decision is yours. The important thing is to get what you need for a price that you can afford.



The first thing you'll have to decided when purchasing motorcycle insurance is what type of coverage you want and need. If you've taken out a loan to buy your bike, your creditors will more than likely require you to purchase full coverage until the loan is paid in full, but if you were lucky enough to pay cash for your bike (or handle financing in some other fashion), than you may be able to decided exactly how much insurance you really need and want to pay for.

Liability coverage allows you to carry a low premium, but keep in mind it doesn't cover any of your costs associated with an accident, theft or vandalism. It is basically a policy to cover the other guy and any costs you may find yourself responsible for.

Harley Davidson

Moto Harley Davidson Motorcycle Modification 2011