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If you're familiar with Harley-Davidson's switches, this one is basically the same, with burly buttons crisply controlling all the usual equipment. Self-can- celing turn signals, each on their own side (instead of a single joystick), horn relatively accessible (and reasonably loud), and a button above the horn to scroll through the tiny display. It may be small, but the LCD screen is well laid-out and contains a wealth of information, including a tachometer. Since this model only comes with a keyless ignition (you'll still need one for the integrated fork lock), flicking it to life is as easy as flipping the kill switch on and thumbing the starter. It comes to life with a raspy roar, and shakes merrily (but not too much) in the frame. H-D claims it's the fast- est thing they've ever made, but we wonder if that includes the V-Rod and the VR1000 superbike? In any case, the motor is very eager, and with that somewhat raked-out front end, it's a little unruly at parking lot speed or getting underway from a curb. On uneven surfaces this is exacerbated by the monster rear tire hitting every pavement ripple and stone with its massive contact patch. Above 5-7 mph, everything is just peachy, and the FXDR is ever the gentleman. Power and Handling Power hits right off the bottom, and pretty much goes uninterrupted to the higher reaches of the rev range. While the top end is better than most Harleys, it lets you know that you should shift with sound and vibration, even without looking at the tachometer. Out on the road, it's clear that it's geared a little taller than most H-Ds. Almost all of their bikes are at exactly 3000 rpm at 80 mph, this one clocks in at 2800. I don't blame them at all, as that bottom end is so stout, you might as well have access to it. Most back-road riding can be done in second and third, the wide powerband making shifting fairly optional; it's all about what you want your ride to sound like. And the exhaust note is pretty sweet. On the open road, the tall gearing meant swap- ping into top (overdrive) gear was pretty optional, and not all of us did it. As it's pretty smooth at cruising velocity, it was again more about aural stimulation (or gas mileage) than necessity. Even with a little hooliganish riding on this thing, it still clocked in at over 44 mpg. Speaking of the open road, there's not much that can handle both Los Angeles' twisty back roads and rough, fast free- ways without a suspension adjustment or just slowing down, but this bike comes close. As set up, it was fantastic on curvy mountain roads, and only a little jarring on the choppy expansion joints; delivering plushness and control at both ends. The fix is an easy-access knob under the right side of the seat to soften it up for the big hits at 80 mph. We spent a lot of time testing on the scorched back roads above Malibu, riding past the cin- ders of people's former dream homes, and one thing we didn't have to worry about was igniting anything ourselves with sparks from hard parts dragging. The cornering clearance is quite good, allowing for fun times when things get twisted. The long, torquey bike is only okay in very tight stuff. At low speeds, it feels reluctant to FIRST REVIEW P100 2 019 H A R L E Y- D AV I D S O N F X D R 114