Cycle News - Archive Issues - 2000's

formance ignition system in order to pep-up performance. All other things being the same, including the new pressed-in crankpin, steel-body lifters and redesigned tappet blocks that all Sportster engines have gained for 2000, the company's literature claims that those changes account for a difference of 7 ft.-Ibs. of torque at 4000 rpm; the Sport cranks out 78 ft.-Ibs. vs. the standard 1200's 71 ft.-Ibs. What starts must also stop, and the Sportster Sport has also received extra pucker power via an additional 290mm on the front wheel. Like all Harleys, the braking system has been upgraded significantly with the change to four-piston calipers, uniform expanding rotors and a better brake-pad material. In the tranny department, all Sportsters have received a revised second gear that is said to provide a smoother transition between first and third gear. Harley has also catered to the more spunky nature of the Sportster Sport where it pertains to the suspension as well. The 12005 incorporates fully adjustable cartridge-style forks up front that work in concert with fully adjustable shock absorbers at the rear of the machine, purportedly making this the most dial-able of all Milwaukee marvels. But it's the look that really clues you in to the sporting nature of this Sport. The blacked-out, staggered duals, checkerboard scheme on the peanut fuel tank, and "engine-turn finish" air cleaner fit in nicely with the 13-spoke cast-aluminum alloy wheels and grippy Dunlop sport radials. No doubt about it, Harley is trying to capitalize on its racing heritage by producing a street fighter of a Sportster. Looks are one thing, but how 'bout that ride? Well, that's an interesting question, and one that requires a bit of historical perspective before we even get into the particulars. See, there was a time when Harleys were generally decried by the riding public and the press alike no, really. Back then, the best that most of the moto-mags could say about each successive model year was that a given model was "the best Harley yet." Truthfully, times have changed. With the advances that the company has made, starting with that very same Evolution motor on which the Sportster Sport is based and through constant refinement and improved manufacturing techniques ever since, "the best Harley yet" has come into its birth-rightful place as one of the best V-twin motorcycles from anywhere on the planet. The recent success of the Twin Cam 88 program is even more proof that Harley-Davidson is still heading in the right direction. Unfortunately, right now that means that the Sportster family is now forced to suffer by comparison to (Above) The peanut-style tank still looks good, but greatly limits the bike's useable range. (Left) Twin 2g0mm discs with four-piston calipers have greatly improved the pucker power. (Bottom) Dualplug heads and punchier cams make this the torquiest of the Sportster family. its own siblings even before it faces competition from outside the factory walls. Hold that thought, we'll get back to it. Starting the Sportster Sport is a simple matter of pulling out the choke, turning on the key and thumbing the starter switch located on the throttle side of the bar. Depending on the climate, the Sport may take a few minutes to warm up, but it won't take long before you can settle it into the normal idle. That's when you'll notice the vibes - lots' of 'em. The rattle that the V -twin engine sends through its solid mounts to the rest of the frame is enough to shake the mirrors loose. Of course, they do subside when the machine is revved up to send you on your way, but they never go away enough to offer a clear view in the mirrors. These same pulses are noticeable when cruising the machine for extended periods of time (or at least as far as the 3.3-gallon fuel tank will allow), as they do get after your hands and feet as well. C'mon, you say, it's a Harley. They all vibrate like that, right? Not anymore, they don't. The thing is, if you can get past the vibration, the Sportster Sport is about as pleasurable a Sporty as there ever was. Quick trips through the gears reveal a punchy powerplant that can throw gobs of torque to the rear wheel before hitting the rev-limiter about 300 revs before the 5500rpm redline on the chrome-bezeled tachometer that is perched next to the identical-appearing speedometer in the handlebar valley. Clutch action is smooth as silk, although banging through the gears reveals that the Sportster could use a little more refinement in the basement before we would give up our claim that the Sportster shifts a bit in the notchy side. Once again, this wasn't a prob- that is indicative of the advances that the Motor Company has made at a reasonable price. It's called the FXDX Dyna Super Glide Sport, and aside from a less redundant name and a considerably higher asking price of $13,975, it is our current choice as the best "Sportster" currently being offered by Harley-DaVidson. Now, you may think that comparing the Sport to a motorcycle in its own house that costs almost $5000 more is unfair. All we can say is, blame Harley for that one, because the truth is that despite its lack of adjustable suspension, the FXDX Sport offers the same type of ride at such a higher level of competence that making such a comparison is justified. Save your money, because the DX is the true bargain. Does that mean that the XL 1200S is worthless? Absolutely not, but look at it this way: Harley-Davidson has forged ahead and raised the bar on itself as well as the competition, making the Sportster Sport an innocent victim of sorts, unless you would be willing to concede that it is little more than an entry-level Harley. That being said, the Harley-Davidson XL1200S Sportster 1200 Sport represents, to us anyway, some unfinished business at Harley-Davidson - na'mely the refinement of all of its motorcycles to the point that they achieve the position as classics for the new millennium. Here's hoping that Harley gets on the case as soon eN as pOSSible. lem a year ago - and not because of anything that Harley has done to the Sportster itself. Handling is one area where the Sportster shines, possessing its own pleasing characteristics. Solid as a rock in a straight line, the little Harley is amazingly agile in most situations on the tarmac. 'We wouldn't call it a road racer, mind you, but as our accompanying photos show, plenty of other fun can be had on the machine, much of it thanks to the ~xcellent brakes and quality Dunlop rubber found on the machine. The Sportster Sport is an absolute blast for medium-paced canyon excursions. Ergonomically speaking, the Sportster Sport is about the same as the rest of the Sportsters in the family. The bolt-upright seating position is just about right for a midsized single rider, cramped for anyone much over 6 feet tall, and nearly impossible for a rider and passenger unless you're not going much farther than to your local Qwik-E-Mart. Even dialing on the adjusters of the rear shocks did little to tame the harshness of the rear suspension with two adults aboard the bike. We think the world of the $9195 Harley-Davidson XL1200S Sportster 1200 Sport. .. let me catch my breath ... and we also think that Harley-Davidson makes a fantastic sporting V-twin that offers plenty of sporty handling and hot rod-style thrills, along with the civil refinement / cue I e n e ... S • FEBRUARY 9, 2000 21

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