Cycle News - Archive Issues - 1990's

vacuum-operated fuel-shutoff valve which negates the need to close the fuel petcock when the bike is not running. California models like ours have also benefittei from redesigned catalyst mufflers which are said to create a 10-percent boost in horsepower. We would see. Firing the big mill is a rather straightforward operation. Simply twist the large, keyless ignition switch, pull out the choke lever, give the throttle a quick rap and thumb the starter button. The motor will cough to life and then settle into a droning purr. While the machine isn't particularly cold-blooded, a good five or six minutes is required before backing off the choke. Then you are rewarded with the familiar rumble for which all H-Ds are known. At idle, however, there is a bit of unwanted vibration that passes through the exhaust pipes, causing a clatter in the chromed heat shields. But grab hold of the bars, disengage the unbelievably smooth clutch, snick the machine in to gear and get rolling, and the vibration disappears. While I know that the Dyna Wide Glide shares the same l340cc Evolution V-twin as the Heritage Softail, the difference in performance is noticeable. Whereas the Heritage seems to fall on its face and then do the hippy-hippy shake after a brief forward pulL the Dyna Wide Glide is rather content to belt out a healthier dose of low-end torque and continues to pull well into the midrange before crying uncle in the form of vibration when the engine is revved up. The ' mill never does completely run out of steam, but you can easily discern where the strength of the powerband lies, and once I did, cracking the throttle and short-shifting the five-speed transmission was the way to hawg happiness. . Idling down .the road in fifth gear between 45 and 75 mph is a blissful experience, but the bike is actually a bit too quiet for my taste, and I would often gladly have traded the extra fuel mileage lost 'in fourth gear for the extra exhaust note at a slightly higher rpm. Out on the road, the bike's 4lmm Showa front forks deliver a smooth ride up front, with the only negative feedback coming from truly nasty potholes found on surface streets. The legs seem to provide a lot of feedback as to what is going underneath the front wheel and yet the apparent girth of the machine allows it to float through the vast majority of pumps and ripples without sending any unnecessary jolts to the rider. The same cannot be said for the shocks, however, which fail to keep up with rest of the suspension package. At first I thought them too stiff, but the real problem turned out to be a definite lack of rebound damping, which made for a rather boingy ride as the rear end would top ou t over the more severe road imperfections. Shock performance could ~efinitely be improved. The shock problems are mostly uoticeable while cornering at high speed, where the bounce factor will send a whip through the frame and make the bike feel unsettled. But back off a little and the machine is a rock, the longish-feeling Dyna chassis providing limousine-like stability in a straight line and a much lighter feel at the bars than the Heritage Softail - no doubt due in part to the smaller contact patch aud lighter unsprung weight of the 2l-inch ~ont wheel assembly. Whether touring the freeway or cruising in .the traffic jams of the Pacific Coast Highway, the Glide is a breeze to ride, lacking the tippiness felt on the Heritage under the same conditions. When turning the machine, the lean angle at your disposal is modest, yet we were able to scrape (Lett) The 1340cc Evolution V-twin engine boasts a fairly generous torque down 'ftlw and prefers to be kept there when riding. When housed In the Dyna chassis, vibes are kept to a minimum everywhere except at lelle. (Right) The single front disc Is adequate, but not overly powerful, requiring a fair bit of help from the rear to haul the bike to a stop. the starboard-mounted mufflers on a .few occasions. The brakes feel better too. Whereas the Heritage refused to slow down with just the front brake applied, the Dyna Wide Glide will. It merely asks for help by the rear brake, it doesn't demand it. But the bike does its best. when using the two-brake method that all Harley owners must certainly be accustomed to. The single front disc sinlply requires too much effort to negotiate a quick stop from speed, and the healthy r.ear unit is a bit on the touchy side and will easily lock the rear tire if applied by itself. All in all the brakes aren't that difficult to get along with. Wheu considering ergonomics, you must compare apples to apples (sportbike riders would probably not fiud happiness here), and with that in mind, r would have to say that the Dyna Wide Glide fits well and offers a comfortable bars-seat-pegs relationship, even for my 5'6" frame. The controls on the bar are easily withfn reach, though I sllrrnised that the clutch and brake levers were designed by an engineer with really big hands. The large-faced speedometer on the tank is easy to read, though it did quit on us for a brief period of time before apparently fixing itself. The seat is well-cushioned, making long-distance stints easy. Of course you have to get used to the forward-mounted foot controls, whiCh aren't too far out there. And I would have liked to a try a slightly lower bar to red uce the mainsail effect when riding in the wind, but I managed. And that's something that I learned about this motorcycle: you manage. The question is whether or not you should have to for the price tags affixed to the current Big Twin lineup. And that is certainly open to speculation. But simplicity - in form, function and ideology - is the key here, and how ironic that you will pay over $13,000 for it when the top-ofthe-line, computer-designed, race-tested Japanese sportbikes are just now reaching 10 grand. But you can look at this in two ways: fault Harley-Davidson for not moving with the times, or credit it for not allowing technQlogy to mess up the machines they sell. If sales are the best indication, then it may be a bit perspicacious to say so, but perhaps the company is smarter than anyone realizes. Apparently Harley- (Left) Details... The tuel-tank cap on the left Is actually the gas gauge. The large electronic speedo Is easy to reac!. The keyless ignition switch Is easy to operate, but Impractical. (Below) The Screamin' Eagle mounted on the beck pad _s a nice touch, testifying to the Improved overall finish that the machine has received over the past faw years. Davidson knows that the vast majority of motorcyclists do not ride for the sake of the motorcycle they are on, they ride for themselves and for the sheer enjoyment of riding. Thus it is not necessary to ride somewhere fast, but to ride somewhere - taking it all in - and let the journey be an end unto itseli Harley-Davidson represents that image quite well, and that, I suppose, is why I like the HarleyDavidson Dyna Wide Glide. In reality, it is not the fastest or the best-handling or the most comfortable motorcycle on the market. You must accept the machine on its own terms, but the rewards are worth it. Though the Dyna Wide Glide is not my favorite street motorcycle, at least the childhood legend lives, and I would' never kick one out of my garage. But just as the Dyna Wide Glide reaffirmed my faith in Harley-Davidson and a long-forgotten portiou of my own heritage, the bottom line of the motorcycles is crystal clear. There is no myth to be associated with the Harley-Davidson Motor Company, so anyone who owns a Harley - be they oue of the hard-core faithful, a Hollywood-image poseti:rtype rolling out of the driveway for the first time or somewhere in between - can •spare me the condescending esoteric pyschobabble. Harley-Davidsons, like this Dyna Wide Glide, are simple, fun motorcycles. That's what it's all about, and if r have to'explain it to you...well, you know. (N While Cycle News believes the foregoing test reliable, it is the opinion of the reviewer only and s/wuld not be relied upon in determining the performance or safety of the vehicle. The reader s/wuld make his or her awn investigation. LIIl PrIce: $13A25 D1 ! I It 1340cc EngIIIa type: Air~ V-lwIn fIu"~ Ibn 1InIIIII: lllI.8 x t08mm CllIIjIi II': i rIIID: _ 8.5:1 CIItIunIlian: (2) 40mni Keihin IgnIlIon: Eledrollic T lduiCMUp..dI: 5 SIIItIng IyIIIm: EIecIric Full cIF I ely 5.2 gel. wtlllllllll: 68.1ln. RIIaIiIrII: 32·15.1 in. Sell hIIgbt 27.8 In. Front1Ire: .....•............ 100r'90 x21 AIIr lint: 130190 x16 Front 1rlMl: 5.6 In. AIIr -.wi: 3.9 in. Front"': AIIr 1ImIIr. DIsc DIsc FlaIl drtw: Bell CIIIIrnId dry WIIgIit..•..•..••... 5981bs. It) 0\ 0\ ...... a\ N I-< Q) S ~ o z 25

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