Tag Archives: Cruiser

Review: Harley-Davidson Fat Bob S

Harley fans thought the world was coming to an end in 2017 when Harley-Davidson axed the popular Dyna family and married those models with the new Softail family.

They loved the handling of the twin-shock models and enjoyed the comical shaking character character of the unbalanced engine that vibrated madly on its rubber mounts. 

Some may miss that. I certainly don’t.

Not since the new-era Fat Bob with its slick 107 and 114 Milwaukee engines, stiffer frame, lighter weight, plus single shock and upside fork suspension.

It is now smoother, more sophisticated, more powerful and better handling with more cornering clearance.

Quite simply the world did not come to an end!

For 2022 the only change to the Fat Bob is a “waterslide” fuel tank graphic in an oval shape with “H-D” on the lower edge and the absence of the 107 model, leaving just the Fat Bob S with the whopping 114 torque monster drivetrain.

However, improved factory settings and fine-tuning seems to have made the bike even better.

The suspension feels a little better suited to our conditions and the drivetrain is slightly slicker with less mechanical noise and neutral easier to find.

The new-era FXFBS Softail Fat Bob S cost $A30,250 when it was launched and dropped to $29,995 last year. For 2022 it’s up to $31,750.

It’s my pick of the new Softails for its menacing looks and performance.

Dyna fans may bemoan the loss of the unbalanced engine, but they will love the fact that the Fat Bob S is now a much improved performer and handler.

In fact, I have taken a previous Fat Bob to Lakeside Raceway in Brisbane’s north and startled many track-day riders as I passed them thundering out of corners on the massive 160Nm of torque that had that 180mm rear Dunlop leaving thick black lines on the track.

Harley-Davidson Fat Bob and Low Rider S at Champions Race Day Lakeside Park track day
Fat Bob at Lakeside

I sheepishly retired the bike by lunchtime as I had simply run out of rubber!

Somehow the upside-down 43mm forks, slanted single hand-adjustable shock and high-profile rubber works just fine on this bike while a similar configuration on the new Sportster S doesn’t.

Of course, cornering clearance is an issue on all cruisers, but this is a little better with upswept single-sided dual exhaust pipes and lean angles of 31 degrees on the right and 32 on the left.

Upswept pipes

You can tip in with confidence, too, because the stiffer frame means there is no wallowing in corners, even when you hit corrugations.

It also changes direction more nimbly than the tyre specs would suggest thanks to sharper steering geometry.

And the Fat Bob S rides the crusty back roads of Australia better with only a shudder rather than an earthquake shock.

I find it a comfortable riding position with a firm but well-shaped saddle although the reach to the drag bears might be a bit far for shorter riders.

Apart from being slicker, the powerful 114 engine is also more economical and cooler which is handy in slow-moving commuter traffic on a hot summer’s day.

Interestingly, Harley never used to provide power figures, only torque. But now that they have water-cooled engines on their new Revolution models, they are providing power figures for all their models.

It might be a relatively modest 71kW, but it comes in at 4750 revs and tears at your arm sockets under hard acceleration.

The hard-mounted engine also feels smoother thanks to it being 100% balanced with a secondary balancer.

The most confronting element in the Fat Bob’s styling over the past few years has been the move from twin circular headlights to a horizontal rectangular shape with rounded edges.

I’m now starting to warm to the unique LED headlight tucked inside a neat, gloss-black pillar-box nacelle.

However, I’m not such a fan of the bronzed header pipe covers and the silver “rattle-can” painted mufflers.

Like all new Softails, it comes with new keyless ignition, more comfortable seats and new wheel designs.

2022 Harley-Davidson FXFBS Fat Bob S 114 tech specs

Price $A31,750
Warranty 2 years/unlimited km
Service 1600/8000km
Engine Milwaukee-Eight 114 (1868cc)
Power 71kW @ 4750rpm
Torque 160Nm @ 3500rpm
Transmission 6-speed, belt drive
Length 2340mm
Height 1110mm
Seat 710mm
Wheelbase 1615mm
Tyres 150/80-16,71H,BW; 180/70B16,77H,BW Dunlops
Fuel 13.21L
Wet weight 306kg
Suspension USD 43mm forks; single shock
Brakes 300mm dual front discs; 292mm rear disc

Source: MotorbikeWriter.com

Should the new Sportster be a V-Rod?

There is no doubt the handsome new liquid-cooled Harley-Davidson Sportster S is a revolutionary model for the traditional heavy motorcycle company.

But it’s a Sportster in name only.

Harley had registered the name Bronx which was suspected to be the new family name, but they obviously want to keep the venerable 65-year-old Sportster moniker alive.

Sorry, but no Sportster fan will be fooled.

Harley-Davidson Sportster S
Harley-Davidson Sportster S and old Sportser

Where is the twin shock, iconic oval air-cooler and fore and aft header pipes of the old Evolution motor?

If anything they should have called it a V-Rod with its fat-tyred, low-slung look and water-cooled engine.

2016 Harley-Davidson V-Rod Muscle air-cooled
V-Rod Muscle

The new Revolution engine first appeared in the also revolutionary Pan America 1250 Special adventure bike, albeit downtuned from 112kW at 750 revs to just 90kW at 7500rpm.

Harley-Davidson Pan America Special
Harley-Davidson Pan America Special

At least that shows the engine is capable of being tuned up for drag work just like the V-Rod has been for years.

But the V-Rod, built in 1999 in collaboration with Porsche, was not a great success except in Australia where it had an enviable reputation on the drag strip.

Sportster has long been the entry model for Harley but this new model is their most expensive Sportster yet at $A26,495 ($NZ28,750) ride away. 

There has never been a Sportster that cost more than $20,000.Harley-Davidson Sportster S

The new Sportster S is an interesting styling exercise in keeping the bike low and mean with fat front and rear tyres highlighted by short fenders, low and flat bars with bar-end mirrors and a narrow horizontal headlight so it doesn’t show up above the bars when riding.

From the cockpit it almost feels like you are flying.

The bronze details and brown/black “Chocolate Satin” paintwork are very 1970s. It also comes in Stone Washed White Pearl and Midnight Crimson.

While styling is subjective, I reckon this bike will appeal to younger riders than the traditional over-50s Harley fans and to them the Sportster name probably means little.

One point of styling that may be polarising is the remote mudguard with rego plate, stop light and indicators.Harley-Davidson Sportster S

Already American aftermarket company Corbin has released a $US455 tail tidy which relocates all this to the short rear fender.

It should be easy to replace as Harley has anchored this section with just three bolts, although there is a fair bit of wiring relocation to be done.

Before going ahead with this modification you should check with your transport department about whether this contravenes vehicle standards. 

Corbin has also released a $US653 Gambler Smuggler dual-seat option to replace the solo seat. Harley also has an accessory passenger seat and backrest and a comfort rider seat although I found the standard seat surprisingly comfortable.

Corbin dual seat

Queenslanders may prefer to retain the solo seat which attracts 50% registration fees.

The seat height is a low 752mm and the hand levers are adjustable, so it should suit shorter riders even with its slightly forward foot controls. However, a mid-mount conversion kit is also available.

Another divisive styling issue is the massive, high-mount, almost scrambler-esque dual muffler. Harley-Davidson Sportster S

We suspect aftermarket pipes are also in the pipeline, if you’ll excuse the pun.

Other styling issues are more about the detail such as the abundance of matte back plastic and the radiator which seems to sit out far too wide.

The modern, digital single-dial 4.0-inch-diameter TFT instrument screen looks like it has been adapted from the electric Livewire.

It has comprehensive information, but the screen has bad glare in sunlight.Harley-Davidson Sportster S

The instruments are compatible with smartphones so you can operate your phone navigation, music and calls from the switch block or via voice activation switch.

The Sportster S also features a handy cruise control, traction control, three engine modes plus two rider-customised modes, LED headlight, two power points for heated riding gear, a proximity-based security system and a USB-C port for charging a phone or other device as standard.

It also comes pre-wired for accessory heated hand grips. Harley-Davidson Sportster S

Sportster S is powered by the same engine as in the Pan America 1250 Special which has 127Nm and 150hp/112kW at 8750.

It has the same torque output but less power at 121hp/90kW at 7500 revs, so it is more in tune with cruising.

Sportster fans will find it totally non-traditional in feel as it’s smoother, revs more and sounds more “brittle”, almost tinny.

While the engine generates the same amount of heat as the Pan America, the riding position means your legs are above the engine, so the only hot spot is on the back of your legs when riding in slow-moving summer traffic.

As you slip through the traffic snarl, you may find the bar-end mirrors a little too wide to fit between lanes of traffic.Harley-Davidson Sportster S

A slick transmission makes gear changes easy and neutral easier to find than usual for a Harley, but the clutch pull is heavy and slow traffic could be tiresome.

Out on the highway, the Sportster S is a fine machine, rumbling along at a leisurely pace with plenty of grunt for overtaking without having to downshift.

But this is no tourer as it comes with a 12-litre fuel tank that is only good for about 160km before the reserve light comes on with about 60-70km of range left.

There is also nowhere to attach panniers or even tie down a rear bag and Harley only offers a small “mailbag” accessory option.

Harley also offers a detachable windscreen, but this hardly makes it a tourer.Harley-Davidson Sportster S

It’s not a canyon carver, either.

Despite the fully adjustable Showa 43mm upside-down forks and Showa Piggyback reservoir rear shock with hydraulic hand-adjustable pre-load, it has short and unforgiving suspension and a lean angle of 34 degrees.

It doesn’t handle bumps well at all on back roads and will scrape the footpegs soon and suddenly on most corners.

But the biggest handling issue comes from the choice of Dunlop/Harley-Davidson GT503 tyres, 160mm up front and 180mm at the back.

The wide tyres make cornering difficult, requiring plenty of deliberate counter steering effort and handlebar force to the keep the bike turned.

As soon as you wind on throttle it wants to stand up and run straight.

It’s not so much the tyre width that is the problem, though.

The high 70% tyre profile cases the bike to bounce over high-frequency bumps which makes braking difficult as the wheels are skipping over the ground. It also makes the stand the bike up in corners when it hits a bump.Harley-Davidson Sportster S

It could have been so much better with lower-profile skinnier tyres, but then the cornering clearance issue would also have been worse.

Stopping power is surprisingly good considering the 228kg bike has only one front disc.

But it’s a big 320mm disc with Brembo mono block four-piston calipers while the low ride and long wheelbase means the rear wheel stays on the ground under heavy braking and adds to the stopping power.

So it’s not great in traffic, as a tourer or a canyon career.

Perhaps its main claim is on the urban cafe route. Which means it may have been better named the Bronx, after all.

Harley-Davidson Sportster S RH1250SHarley-Davidson Sportster S

Price

$A26,495 ($NZ28,750) ride away

Notes

Dimensions

Length

89.2 in. (2,265 mm)

Overall Width

33.2 in. (843 mm)

Overall Height

42.9 in. (1,089 mm)

Seat Height, Laden

28.9 in. (734 mm)

2

Seat Height, Unladen

29.6 in. (753 mm)

Static Ground Clearance

3.66 in. (93 mm)

Rake (steering head) (deg)

30

Fork Angle (deg)

28

Trail

5.8 in. (148 mm)

Wheelbase

59.8 in. (1,518 mm)

Tires, Type

Dunlop® Harley-Davidson Series, radial

Tires, Front Model

GT503

Tires, Front Specification

160/70TR17 73V

Tires, Rear Model

GT503

Tires, Rear Specification

180/70R16 77V

Fuel Capacity

3.1 gal. (11.8 l)

Reserve Fuel Capacity, Fuel Injection (warning light)

0.8 gal. (3 l)

Oil Capacity (w/filter)

4.75 qt. (4.5 l)

Transmission Capacity

N/A

Primary Chain Case Capacity

N/A

Coolant Capacity

2.32 qt. (2.2 l)

Weight, As Shipped

486 lb. (220 kg)

Weight, In Running Order

502 lb. (228 kg)

Gross Vehicle Weight Rating

922 lb. (418 kg)

Gross Axle Weight Rating, Front

359 lb. (163 kg)

Gross Axle Weight Rating, Rear

595 lb. (270 kg)

Luggage Capacity -Volume

N/A

Engine

Engine

Revolution® Max 1250T

Valves

Chain-driven, DOHC, hydraulic self-adjusting lifters, intake & exhaust VVT; four valves per cylinder

Bore

4.13 in. (105 mm)

Stroke

2.85 in. (72.3 mm)

Displacement

76.4 cu in (1,252 cc)

Compression Ratio

12.0:1

Fuel System

Electronic Sequential Port Fuel Injection (ESPFI)

3

Air Cleaner

Downdraft intake, tuned velocity stacks, washable filter media

Exhaust

2-into-1-into-2; catalyst in muffler

Lubrication System

Semi-Dry Sump

Drivetrain

Primary Drive

Gear, 49/89 ratio

Final Drive

Belt, 80/34 ratio

Clutch

Mechanical, 8 plate wet, assist & slip, 1090N

Transmission

6-speed

Gear Ratios

12.21

Gear Ratios

9.022

Gear Ratios

6.994

Gear Ratios

5.641

Gear Ratios

4.731

Gear Ratios

4.131

Chassis

Frame

Stressed-member, high strength low alloy steel trellis frame; stamped, cast, and forged junctions; MIG welded; aluminum forged mid-structure

Swingarm

High strength low alloy steel, tubular sections, stamped x-member, forged axle junctions; MIG welded

Front Fork

43 mm inverted fork with compression, rebound and spring preload adjustability.  Aluminum fork triple clamps.

Rear Shocks

Linkage-mounted, piggyback monoshock with compression, rebound and hydraulic spring preload adjustability

Wheels, Optional Style Type

N/A

4

Wheels, Front Type

Aluminum cast, satin black

4

Wheels, Front Width

4.5 in. (114 mm)

Wheels, Front Height

17 in. (432 mm)

Wheels, Rear Type

Aluminum cast, satin black

4

Wheels, Rear Width

5 in. (127 mm)

Wheels, Rear Height

16 in. (406 mm)

Brakes, Caliper Type

Front: radially mounted, monoblock, 4-piston caliper Rear: floating, single piston caliper

Brakes, Rotor Type

Front: single rotor, floating, tower- mounted Rear: solid uniform expansion rotor

Brakes, Front Diameter

12.6 in. (320 mm)

Brakes, Front Thickness

0.2 in. (6 mm)

Brakes, Front is dual

No

Brakes, Rear Diameter

10.2 in. (260 mm)

Brakes, Rear Thickness

0.2 in. (5 mm)

Front brake lever free travel

N/A

Rear brake pedal free travel

N/A

Brakes, Anti-Lock Braking System (ABS)

Standard

Suspension Travel, Front

3.6 in. (92 mm)

Suspension Travel, Rear

2 in. (51 mm)

Performance

Engine Torque Testing Method

J1349

Engine Torque

94 ft-lb (127 Nm)

5

Engine Torque

6,000

Power

121 HP / 90 kW @ 7500 rpm

Lean Angle Testing Method

J1168

Lean Angle, Right (deg.)

34

Lean Angle, Left (deg.)

34

Maximum hill-starting ability

N/A

Fuel Economy Testing Method

Estimated City/Hwy

Fuel Economy

49 mpg (4.8 l/100 km)

6

CO2 Emissions Testing Method

N/A

CO2 Emissions

N/A

Electric

Battery

Sealed, maintenance-free, absorbed glass mat (AGM) battery, 12V, 12Ah, 225 CCA at 0°F

Charging

Three-phase, 45 Amp system (300 Watts @13 Volts, 1200 rpm, 585 Watts max power @ 13 Volts, 2250 rpm)

Starting

0.9 kW electric with direct drive starter motor engagement

Lights (as per country regulation), Headlamp

All LED headlamp, low and high beam with signature position lighting

Lights (as per country regulation), Tail/Stop

All LED Tail/Stop lamp with signature tail lighting

Lights (as per country regulation), Front Signal Lights

LED Bullet Turn Signals

Lights, Rear Turn Signals

LED Bullet Turn Signals

Gauges

4 inch viewable area TFT display with speedometer, gear, odometer, fuel level, clock, trip, ambient temp, low temp alert, side stand down alert, TIP over alert, cruise, range and tachometer indication BT capable – phone pairing to access phone calls, music, navigation (H-D App ONLY)

Auxiliary Lamps

N/A

Electric Power Outlet

USB C-Type , Output 5V at 2.4 Amp

GPS System

N/A

Reverse Gear

N/A

Warranty And Service

Warranty

24 months (unlimited mileage)

7

Service Interval

First 1,000 miles (1,600 km), every 5,000 miles (8,000 km) thereafter

Source: MotorbikeWriter.com

More Indian Challenger liquid models coming

Indian Motorcycle last year launched their fixed-fairing, liquid-cooled Challenger bagger aimed squarely at the Harley-Davidson Road Glide.

Now, patent drawings show the new 1770cc Powerplus engine will also be fitted to more models in the range targeting Harley’s Street Glide and Ultra.

The new drawings show the “ugly” blunt nose with double headlights has been replaced with a more traditional or Harleyesque single headlight and “batwing” fairing with a large touring screen.More Indian Challenger liquid models coming

They also show a shorter rear fender, but no bags. However, it would be expected the bike would come in a variety of tourers and cruisers with and without panniers.

The current Challenger range consists of the Limited at $A39,995 ride away and the matte black Dark Horse at $39,995.

Features include LED headlight, 19-inch cast front wheel and 16-inch rear 7-inch touchscreen, Bluetooth, cruise control and keyless ignition.

The Limited has Smart Lean Technology with 6-axis Bosch IMU, Dynamic traction control, ABS with cornering control, and Drag Torque Control.

We expect these new Challenger models will have similar features and model designations.More Indian Challenger liquid models coming

Liquid cooled

They will be fitted with the same liquid-cooled 1770cc Powerplus motor which is smaller than the current 111-cube (1811cc) Thunderstroke V-twin that powers the Chief and Roadmaster models.

However, with 91kW of power (122hp) and 178Nm of torque it is more powerful than the Thunderstroke with 58kW/161Nm.

It also meets coming stringent Euro5 emissions regulations thanks to the liquid cooling.

And with lower fairings, the liquid motor’s radiator will be a little less obvious!

Even though the patent drawings were filed in 2017, they are only now publicly available.

So the production bike shouldn’t be far away!

Source: MotorbikeWriter.com

MV Agusta boss fronts fans

In an unprecedented move, MV Agusta’s new boss Timur Sardarov has taken to Facebook to answer questions from fans of the Italian marque.

We recently interviewed Timur and found the Russian to be very forthcoming and forthright on a number of issues. Click here for his comments on a 950cc triple and adventure bike and check out his warning to dealers.

He continues with his two-part Facebook videos, telling fans and customers they are also planning a hi-tech scrambler model and a cruiser, following the successful path Ducati has taken in recent years.

There are few details and no timeline, but it is interesting he would confirm these long-held rumours.

He also confirms that they are still planning to return the Cagiva brand to the family, but as electric commuter bikes.

While we have heard all of this before, he adds that they are also looking at turbo technology.

Here are the two videos.

Questions from fans

We suspect that this new social media engagement and openness about MV’s future will continue.

Fans could conceivably ask questions on Facebook and they will be answered.

It’s a fresh change to the way MV Agusta has gone about its business in recent years.

If all Timur’s promises come true, MV Agusta will become a much broader brand than it is now.

MV Agusta Brutale 1000 RR modelMV Agusta Brutale 1000 RR

Meanwhile, MV Agusta will host a virtual Zoom press launch of its Brutale 1000 RR next Tuesday.

We have been invited to join in, so stay tuned for details.

Source: MotorbikeWriter.com

Boat sale leads Dad and Dave into bikes

Tamworth reader Dave Richards got into bikes with his dad by selling a boat. Here’s his amusing tale.

(Readers are invited to tell us about their bike by sending their details via email.) 

I’d bought a cheap tinny, fixed it, played with it, got bored with it and was selling it. Had it out the front with “for sale” signs and advertised on Facebook for a few weeks with a couple of nibbles.

Got offered a Honda CBR600 in swaps and declined. “No thanks, I don’t ride bikes” (after looking it up on Google to see it was a road bike) then came another offer ” what about a Yamaha TTR250?”

Looked it up, saw it was a road/trail, seeing as I lived on a couple of acres, got very interested.  Much to my wife’s disgust I got the guy to bring it over for a look-see. “It can’t hurt to look,” I say to my better half who rolled her eyes and waved me off. 

Up until now, my riding experience was on a Chinese 250cc quad that I thought was a powerhouse. I jumped on that little TTR and rode down the back driveway, through the side gate and gave a good bit of throttle heading downhill over undulating ground, and bugger me, it lifted the front wheel.

Now this was a lot more power than that poor little quad. The deal was done before my loving wife got to breathe any commonsense into the situation. Then came the realisation that it was registered.

The little TTR250 that started it allThe little TTR250 that started it all

Licence required

Well, my darling wife, it would be a waste of money if I don’t get my licence and make some use of that registration.

It’s amazing what men can convince women is a logical course of action, and to this day I look back and wonder how I slipped all this past my dearly beloved. 

As a guy in his late 30s who’s never ridden on the roads before, the NSW learners course was frustratingly fantastic.  I learnt some great skills and techniques from our instructor but felt a lot of time was wasted pushing each other around on bikes.

I enjoyed my rides to work and a few short rides along the back roads but soon found my “powerhouse” of a bike was somewhat lacking on the open road.

All of this occurred under the watchful eye of my father, Wayne, who rode bikes in his youth, but hadn’t really ridden in a number of years.  We fixed up an old Yamaha DT175 for him and road a couple of trails, but the lack of electric start saw it retired.

Dad with the TTR and a little DT175 our trail ridingDad with the TTR and a little DT175 our trail riding

Gonna need a bigger boat … er bike!

Yamaha V-Star 650 boatYamaha V-Star 650

About this time I found a Yamaha V-Star 650 going for a great price. Deals had been made with my wife, and one Saturday morning dad and I were on our way with a little box trailer in tow and a pocket full of cash.

I distinctly remember talking in the car and dad saying, “I’m just not interested in these sorts of bikes (cruisers). I much prefer dirt bikes.” I even pointed out that at his age, tearing up fire trails was probably not the best move, and that if he did have a spill he wouldn’t bounce back like he did 40 years ago.

Well I took that V-Star for a wobbly ride around the block with those loud and proud Vance and Hines short shots and dad said as soon as he saw my face as I pulled back in the driveway he knew that bike was coming home with us.

I was gone. Thankfully the old man kept a level head and negotiated a great price for me. I was basically emptying my pockets and screaming, “Take my money.”

With the deal done, we kept talking with the previous owner and I discovered something about bike people. They’re friendly and helpful most of the time. This guy, with money exchanged and the deal done, walks into his shed and comes out with pillion seat, sissybar with clip-on bag, saddlebags with all the brackets and a windscreen. No extra cost.  It took me a while to realise that was over $1000 of accessories.

With the deal done, dad turns to me with a smile and says, “Are you putting it on the trailer?”

“Umm HELL NO!”

I rode that bad boy 160km home. Arrived with a numb but, ringing ears and a huge grin.

Dad’s bike

Dad standing with his Honda Shadow and dave's V-StarDad standing with his Honda Shadow and dave’s V-Star

Two weeks later I get a call from dad while I’m at work: “Hey, can you get away for a lunch break or something?”

“Umm, I guess so. What’s up?”

“I’m at the bike shop and need you to come and test ride a bike for me.”

I left work so fast the closed sign nearly broke the glass door.

All but ran into the bike shop looking for a road/trail or something and there he is standing next to a Honda Shadow 750 with that look in his eye.  It was as funny as stink, his mouth and brain were talking details and deals, but his heart and eyes were gone. I could see “take my money” written across his eyes.

I quickly pointed out that he wasn’t really into these bikes, he preferred dirt bikes. I don’t even think he heard, he was lost in the white paint, silver flame outlines and chrome.  I took it for a quick ride and it was a great little bike.

Fun begins

It was parked on his back verandah, just outside his bedroom window in no time at all and then the fun began. Accessories and polishing became his new pastime.

One of the best investments we made were Sena headsets for our helmets. Now we could chatter away as we weaved our way on the quieter back roads gaining our confidence. 

I would scour Google Maps all week finding some back roads in our area that were all sealed and off we’d go on the weekends.  Our communications started out as:

  • Watch out for the car;
  • Look out for the pothole; and
  • There’s loose gravel on the corner.

Now a couple of years down the track it’s more like:

  • Love that corner;
  • Woohoo; and
  • C’mon, catch up!

Big Money Waster

I must have said that last one a few too many times, because dad decided to upgrade. He found a BMW tourer that he had researched for nearly six months. Great price, and the guy was keen to part swap for his Honda Shadow.

It was all too good to be true, there had to be a catch. Yep, the BMW was located in Launceston while we were in Tamworth, NSW. I honestly thought that was the last I’d hear of that deal, next thing I know the crazy old bugger has locked it in.

He rode the shadow down, caught the boat across, did the deal and rode the new BMW back home to Tamworth over a week.

Crazy old bugger.

All the while I was stuck at work speaking to him a number of times a day, worrying a little bit about him, but mostly turning green with envy.

Now he’s got the Big Money Waster with its 1200cc engine, cruise control, heated grips blah blah blah.

Dad on the Big Money WasterDad on the Big Money Waster

Don’t know if I like the Sena headsets anymore. He keeps reminding me of all these things whilst riding.

I used to call him the handbrake, after a nice bit of windy road I’d have to slow down to 70-80km/h to let him catch up.

Last week he passed me.

I was flat out, throttle to the stop, and he disappeared over the horizon in front of me.

The only good thing was my Sena headset had gone flat.

I didn’t have to hear him laughing at me as he went by.

“For sale: Yamaha V-Star 650. Plenty of accessories. May part trade for sports tourer faster than a BMW.”

Source: MotorbikeWriter.com

Harley-Davidson Softail Standard review

The 2020 Harley-Davison FXST Softail Standard is not only an entry model for their 107-cube Milwaukee Eight big twin, but also the perfect donor bike or “blank canvas” for customising.

It comes with a solo seat, mini-ape bars, shotgun exhausts, 19-inch chromed steel rims with classic spokes and not much else.

At $A21,495 ($NZ22,750) ride away you can set aside some cash for custom parts and factory accessories.

Most will probably start with forward controls for a more relaxed riding position as well as better cornering clearance. Shorter folk will probably leave it as it is with its ultra-low 680mm seat.

Standard raisedHarley-Davidson FXST Softail Standard

The Softail Standard makes a welcome return to the stable as it was one of the Milwaukee’s company’s best-selling bikes in Australia for many years.

Obviously, there are a lot of riders like me who enjoy the simplicity of the bike and the scope for customisation.

However, the 2020 Softail Standard is a long way from the 1984 Evo original or the last model in 2007, thanks to the last major overhaul in 2017.

The main change is the more powerful air-cooled 107 (1746cc) Milwaukee Eight V-twin engine.Harley-Davidson FXST Softail Standard

It’s also a more refined unit which you will notice the moment you hit the ignition switch. There is no longer an awkward jolt, but a delicious thump of big-twin vibe.

Harley doesn’t discuss or reveal power output figures, but the Milwaukee Eight has 149Nm of arm-wrenching torque and with that much grunt, there is little need to work the gears.

If you do, those familiar with Harleys will be pleasantly surprised by the slicker, positive and quieter gearshift. And you can find neutral relatively easily!

Handling and rideHarley-Davidson FXST Softail Standard

The other big update in 2017 was the improved ride and handling, thanks to shedding about 17kg in weight, a 17% stiffer frame, emulsion rear shock and Showa dual-bending-valve forks.

It now feels more solid, rides smoother over the bumps, holds its line better through corners and provides confidence in cornering.

The Showa forks not only provide positive steering, but also delete that jackhammer effect through the grips, although I did find the thick rubber grips hurt my arthritic hands after a couple of hours of riding.

I don’t mind the mini ape hanger bars that bring my fists up to chest height. They provide some hand-eye co-ordination which helps with tight manoeuvres, but can be uncomfortable on long highway stints where your body forms a windsock position against the wind blast.

However, the Softail Standard isn’t a highway tourer. It’s a cruiser designed for blasts through the hills.

Yet the solo seat is extremely comfortable with no complaints by the time the fuel light came on after about 200km.Harley-Davidson FXST Softail Standard

Despite the single 300m disc brake up front, I am impressed with its ability to bring 297kg of heft to a prompt stop with minimal fork dive even though the rear brake feels lifeless.

Styling

While Harley has gone for a traditional style, there are some mod-cons such as digital instruments and an LED headlight with a good spread of even light.

Those minimalist instruments are an absolute delight.

The main screen is discretely incorporated into the handlebar with a smaller screen tucked underneath. Nothing to spoil the look of the front end.Harley-Davidson FXST Softail Standard

Despite being small and minimal, they are easy to see in all light conditions and include quite a bit of information.

The main screen displays the fuel gauge, speedometer and gear position all the time and you can toggle through the clock, fuel range, odometer, two trip meters and rev counter via a handy toggle switch on the left switchblock.

The bottom screen displays the warning lights and indicators.

While some Softail Standard owners will enjoy slicing and dicing this blank canvas into their dream bike, Harley has also made it easier with a choice of four accessory packages:

  • Day Tripper Custom Package: Pillion seat and a 21-inch detachable sissy bar with pad, passenger foot pegs and mounts, forward foot controls and a black leather Single-Sided Swingarm Bag.
  • Coast Custom Package: Softail Quarter Fairing, black anodised aluminium Moto Bar handlebar and 5.5-inch riser, a Bevel two-up seat and passenger foot pegs, and BMX-style foot pegs from the 80GRIT Collection.
  • Touring Custom Package: Sundowner two-up seat and passenger foot pegs, a 14-inch-high light smoke quick-release windshield, classic black detachable saddlebags and a 14.5-inch detachable sissy bar and backrest pad.
  • Performance Custom Package: Throttle response and mid-range acceleration is improved with a Screamin’ Eagle Stage II Torque kit for the Milwaukee-Eight 107 engine, Screamin’ Eagle Pro Street Tuner, Screamin’ Eagle Heavy Breather Performance Air Cleaner and Screamin’ Eagle Street Cannon mufflers. This factory-engineered performance upgrade retains the original equipment factory warranty when installed by an authorised Harley-Davidson dealer.

2020 Harley-Davison FXST Softail Standard tech specsHarley-Davidson FXST Softail Standard

Price

$A21,495 ($NZ22,750) ride away

Engine

1746cc, 45-degree Milwaukee-Eight 107 V-twin; 4 valves/cyl.

Bore x Stroke

99 x 111mm

Compression

10:01

Transmission

6-speed, belt drive

Torque

149Nm @ 3000rpm

Suspension (front)

49mm telescopic fork w/ dual bending valve; 38mm travel

Suspension (rear)

Coilover monoshock, adjustable for preload; 86mm travel

Brakes (front)

4-piston fixed caliper, 300mm disc

Brake (rear)

2-piston floating caliper, 292mm disc

Wheels (front/rear)

Chrome, steel-laced; 19 x 2.5 in / 16 x 3.0 in.

Tyres (front/rear)

Dunlop bias blackwall 110/90B-19 / 150/80B-16

Rake/Trail

30.0°/157mm

Wheelbase

1630mm

Seat

680mm

Wet weight

297kg

Fuel tank

13.2 litres

Source: MotorbikeWriter.com

BMW launches classic R 18 cruiser

BMW Motorrad returns to the cruiser category with the classic R 18 cruiser styled after the 1936 R 5, including double white pinstriping.

BMW Classic R 18 cruiserBMW R 18 and R 5

We’ve seen several other variants of the bike in concepts, prototypes and spy photos, so we expect this is just the first in a new line with the 1802cc boxer engine.

BMW to unveil R 18Spy photos and concepts

BMW Australia says the classic R 18 cruiser will arrive the third quarter of this year with prices starting at $26,890 (plus on-road costs).

The R 18 First Edition, which features classic double pin striping paint and chrome will be is available in limited numbers for $30,190. BMW Classic R 18 cruiser

The initial batch of R 18 First Editions allocated to Australia arriving this year will be fitted with “reverse assist”, bringing the price to $31,690. 

At 345kg dry weight, it needs reverse assist!BMW Classic R 18 cruiser

We also reckon the riding position looks a little uncomfortable with the inability for forward controls because of the massive boxer heads.

It will come with a range of accessories including ape hanger bars, tractor saddle, racks, pipes and more.

BMW R 18 classic

Highlights of the new BMW R 18 – $26,890 

  • Largest two-cylinder BMW boxer engine at 1802cc (click here for more engine details)
  • 67kW of power at 4,750rpm and 158Nm of torque at 3,000rpm. More than 150Nm available at all times from 2000-4000rpm;
  • Exposed drive-shaft and elaborate double-loop steel tube frame based on classic models;
  • Rear swingarm with enclosed axle drive in rigid frame design;
  • Telescopic fork with sleeves and cantilever suspension strut that includes travel-dependent damping;
  • Harmonious ergonomics for relaxed riding and optimum control;
  • Disc brakes front and rear with wire-spoked wheels;
  • State-of-the-art LED lighting technology with classically interpreted design;BMW Classic R 18 cruiser
  • Adaptive turning light for enhanced road illumination and cornering illumination available as an ex-factory option;
  • Classically designed circular instrument cluster with integrated display and ‘Berlin-Built’ label;
  • Keyless Ride for convenient functionality and activation by remote control;
  • Three standard riding modes (Rain, Roll and Rock), ASC and MSR;
  • Reverse assist for convenient manoeuvring and Hill Start Control for easy hill starts available as ex-factory options – $1500;
  • R 18 First Edition package offers an exclusive look in signature double pin striping paint and chrome – $30,190;
  • Initial allocation of R 18 First Edition units for local market fitted with Reverse assist, bringing price to $31,690.

Classic R 18  Tech specsBMW Classic R 18 cruiser

Engine
Capacity 1802cc / cui
Bore x stroke 107.1x100mm
Output 67kW (91hp)
at engine speed 4750rpm
Torque 158Nm
at engine speed 3000rpm
Type Air/water-cooled 2-cylinder 4-stroke boxer engine
No. of cylinders 2
Compression/fuel 9.6:1 / premium unleaded (95-98 RON)
Valve/accelerator actuation OHV
Valves per cylinder 4
Ø intake/outlet 41.2/35mm
Ø throttle valves 48mm
Engine control BMS-O
Emission control Closed-loop 3-way catalytic converter, EU5 exhaust standard
Electrical system
Alternator 600W
Battery 12/26V/Ah maintenance-free
Headlight LED low beam with projection module LED high beam with projection module
Starter 1.5kW
Power transmission – gearbox
Clutch Hydraulically activated single-disc dry clutch
Gearbox Constant-mesh 6-speed gearbox
Primary ratio 1.16
Transmission ratios I 2,438
II 1,696
III 1,296
IV 1,065
V 903
VI 784
Rear wheel drive Universal shaft
Transmission ratio 3.091
Suspension
Frame construction type Double-loop steel tube frame
Front wheel control Telescopic fork, fork tube Ø 49 mm
Rear wheel control Cantilever
Total spring travel, front/rear 120/90mm
Wheel castor 150mm
Wheelbase 1731mm
Steering head angle 57.3°
Brakes front Twin disc brake Ø 300 mm
Brakes rear Single disc brake Ø 300 mm
ABS BMW Motorrad Integral ABS (part-integral)

BMW Classic R 18 cruiserApe hanger bars and matte black accessories

Wheels Wire-spoked wheels
front 3.5 x 19”
rear 5.0 x 16”
Tyres front 120/70 R 19 or B 19 (manufacturer-dependent)
Tyres rear 180/65 B 16
Dimensions and weights
Total length 2440mm
Total width with mirrors 964mm
Seat height 690mm
DIN unladen weight, road ready 345kg
Permitted total weight 560kg
Fuel tank capacity 16L
Performance figures
Fuel consumption (WMTC) 5.6l/100 km
CO2 emissions (WMTC): 129g/km
0‒100 km/h 4s 800ms
Top speed 180km/h

R 18 classic photo gallery

Source: MotorbikeWriter.com

Which R 18 will BMW unveil in April?

BMW Motorrad will unveil their much-anticipated R 18 on 3 April 2020, but exactly what it will look like is still anyone’s guess.

So far they have shown two concepts – a retro classic and a modern cruiser – and there have been spy shots of touring models.

Perhaps they will unveil a whole family of R 18 models, all powered by the same massive 1802cc Boxer engine.

BMW Motorrad boss Dr. Markus Schramm certainly isn’t giving anything away:

With the R 18 and the associated entry into the cruiser segment, we are consistently pursuing our growth strategy with the clear goal of becoming the number one in the premium segment worldwide”.

The most recent spy shots show a full dresser to take on the HarleyDavidson and Indian Motorcycle tourers.

BMW R 18 full-dresserAll spy images: S. Baldauf/SB-Medien

Full dresser details

The most obvious feature is the fork-mounted “batwing” fairing that closely resembles that used by Harley.

However, it has a much higher four-dial instrument section. Unlike Harley and Indian full dressers, this doesn’t include satnav as there is a separate aftermarket GPS mounted on the bars.

There are also tacked-on lowers to protect your knees from the cold and rain that look more like an afterthought.

Panniers are hard and the hinges are on the outside so you can open them while seated, just like Harley introduced a few years ago. Convenient, but a Harley rip-off.

BMW R 18 (Image: S. Baldauf/SB-Medien)BMW R 18 (Image: S. Baldauf/SB-Medien)

But unlike a Harley, there are no forward controls and big floorboards.

We reckon touring on this beast would be hard on the knees which are bent back further than 90 degrees.

BMW has been taking orders and even deposits on the R 18 since last September, despite no firm idea of what it will look like.

But we do know all the details of the massive 1802cc Boxer engine with 67kW (91hp) at 4750rpm.

It pumps out a whopping 158Nm of peak torque at 3000 revs. Click here for more details.

BMW R 18 Big BoxerBMW R 18 Big Boxer

Source: MotorbikeWriter.com

Harley-Davidson Softail Standard confirmed

As predicted last week, the Harley-Davidson FXST Softail Standard is confirmed to return mid-year after it was recently listed with the California Air Resources Board.

One of the most popular Harley models ever sold in Australia will arrive at $A21,495 ($NZ22,750), ride away.

This entry-level Softail will come in black only with a solo seat.Softail Standard

It will be a long way from the original 1984 Evo original Softail Standard, now powered by the 107 (1746cc) Milwaukee Eight engine.

In 2017, the Softail range had a major overhaul making them up to 17kg lighter, with better handling thanks to a 17% stiffer frame, emulsion rear shock and Showa dual-bending-valve forks.

The Softail Standard comes with polished highlights, mini-ape bars, a 13.2-litre tank, low-slung 2-into-2 offset shotgun exhausts and 19-inch chromed steel rims with classic spokes.Softail Standard

Its front-end features clear-coated fork sliders, polished triple-clamps, polished top clamp and riser, and chromed headlamp bezel and turn signals.

A compact electronic instrument with digital display is set in the handlebar riser for a clean and uncluttered look.

Softail Standard accessory packages

Softail StandardAccessorise your Softail Standard

Since it’s a blank canvas for customisers there is a choice of four accessory packages.

Day Tripper Custom Package: Pillion seat and a 21-inch detachable sissy bar with pad, passenger foot pegs and mounts, forward foot controls and a black leather Single-Sided Swingarm Bag.

Coast Custom Package: Softail Quarter Fairing, black anodised aluminium Moto Bar handlebar and 5.5-inch riser, a Bevel two-up seat and passenger foot pegs, and BMX-style foot pegs from the 80GRIT Collection.

Touring Custom Package: Sundowner two-up seat and passenger foot pegs, a 14-inch-high light smoke quick-release windshield, classic black detachable saddlebags and a 14.5-inch detachable sissy bar and backrest pad.

Performance Custom Package: Throttle response and mid-range acceleration is improved with a Screamin’ Eagle Stage II Torque kit for the Milwaukee-Eight 107 engine, Screamin’ Eagle Pro Street Tuner, Screamin’ Eagle Heavy Breather Performance Air Cleaner and Screamin’ Eagle Street Cannon mufflers. This factory-engineered performance upgrade retains the original equipment factory warranty when installed by an authorised Harley-Davidson dealer.

Source: MotorbikeWriter.com

How to ride a cruiser on gravel and roadworks

Just because you are riding a cruiser doesn’t mean you have to find a detour when the road turns to gravel or you hit some rough roadworks.

We can understand those riders who choose to avoid such situations because they don’t want to get their chrome dirty or their paintwork pitted by stone chips.

However, there is no need to take the long way round just because you are scared of dropping or crashing your cruiser in gravel.

There is a special way to ride a cruiser on gravel roads and through roadworks but it basically comes down to slow and steady. Don’t be a hero!

Check out this video where a female successfully rides a Harley down a gravel road while a male on a BMW R 1200 GS embarrassingly drops his bike!

Advantages

In fact, there are even some advantages in riding a cruiser on a dirt road:

  • The big flywheel keeps the bike stable at a slow pace;
  • The low centre of gravity;
  • Wide handlebars to control the front wheel which may be pushed around by stones or a soft surface;
  • Some cruisers have a big and slim front wheel which cuts through gravel and soft stuff without flicking around;
  • The effectiveness of the rear brake; and
  • The low seat height that allows you to reassuringly put a foot on the ground.

All these will allow you to ride dirt roads and roadworks if you take a slow and steady pace.

Although, competent riders can take cruisers at a more brisk pace.

Check out this video of US Army dispatch riders training on Harley WLAs.

Disadvantages

We’re not saying cruisers are off-road bikes.

There are several disadvantages of a cruiser on dirt:

  • The excessive weight may get you bogged in loose stuff;
  • If you lose your balance, they come down quickly;
  • They are more difficult to pick up if dropped; and
  • They don’t have knobby tyres to dig into the surface.

So how do you overcome these issues?

The first rule of riding in dirt is to stand up. That allows the bike flop around without alarming you and your weight adding to the movement.

It also gives you a better look ahead for obstacles.

However, it is difficult to stand on a cruiser, so we suggest just remaining seated.

And don’t bother dropping the tyre pressures unless you are riding in sand. You won’t puncture a tyre if you are going slow.

Gravel busting tips

So here are 10 things you can do to ride your cruiser on dirt:

  1. Breathe. You will get through this, but first you have to breathe deeply, relax your shoulders and handlebar grip, and don’t get too stressed. The more relaxed you are, the less likely you will overreact to any bike movements. It’s important to let the bike squirrel around a little bit.
  2. Leave a gap. If you are in a conga line of traffic, don’t tailgate. Leave a fair gap to the motorist in front and if you are being followed closely by a vehicle, turn around and ask them to back off while you get through or they could run over you if you do drop the bike.
  3. Be smooth. Accelerate, change gears, brake and steer smoothly. Sharp inputs can have drastic effects.
  4. Don’t paddle. Keep your feet on the footpegs. This gives you more control. Paddling with your feet will only slow you down and may not prevent you from falling, anyhow. However, a low cruiser will still allow you to have the odd dab at the ground for added stability.
  5. Look ahead. Don’t look down or that’s where you will end up. Keep an eye ahead so your bike goes where you are looking. It also helps you identify any obstacles such as ruts, mud or deep gravel.
  6. Accelerate. Ride into the roadworks very slowly so you can gradually increase your speed without having to touch your brakes. By applying a bit of throttle through the roadworks, you control the bike though the back wheel and keep pressure off the front, preventing it from tucking under. If the road ahead is sand, you may be in a bit of trouble as that requires a light front end and acceleration. But it can be done with some practice and bravery pills!
  7. Don’t brake. Only if absolutely necessary, should you apply the brake. And then, it should be smooth and mainly rear brake. If you have ABS, that’s actually an advantage in dirt when you are sporting road tyres!
  8. Turn slowly. If the roadworks goes around a corner, you will have to turn, but try to make a big arc through the corner by staying in the outside wheel track.
  9. Pick a wheel track. Even if you go around a corner and need to arc out the angle a bit, try not to get out of the wheel tracks as these are drier and firmer.
  10. Don’t stop. Most riders drop a cruiser when they stop in tricky situations. Try to keep the bike moving, even if very slowly. Rely on that big flywheel and maybe slip a little clutch to monitor your speed.

(Thanks to my mate Peter Davis who rode his Honda cruiser up and down this steep gravel hill for the video.)

Source: MotorbikeWriter.com