It's about time we got around to this motorcycle. The Super Glide is the Original Cruiser, after all. Back in 1970 it was the first example of what was possible when the factory styled a bike to reflect what customers had been demonstrating they wanted their motorcycle to look like. It's the ancestor of all Harley-Davidson's custom-style big twins.
At age 36, the Super Glide has gone through a number of iterations with a succession of engines and frames over the years. Though it retains the look and attitude of that 1971 model, the 2006 Super Glide shares virtually no parts with the original FX. For one thing, it is no longer based on the touring frame. These days the Super Glide, which started out as a converted Electra Glide, is built on the Dyna platform, which features a narrow "internal" frame and dual external shocks bracketing the rear wheel. Instead of using the counterbalancing system employed by the Softail family, the Dynas rubber-mount their engines.
For 2006, the Super Glide and the rest of the Dyna line were revised again. The old 39mm fork legs were replaced with stouter 49mm stanchions. All Dynas except the Wide Glide get 29-degree steering heads, and though some of them use offset triple clamps to change the fork angle, the Super Glide's fork is also set at 29 degrees. A wider, burlier swingarm offers a more rigid mount for the rear wheel, which like the front spins on a stiffer 1-inch axle. A 160/70B17 rear tire replaces the 150/80-16 of the 2005 model. The rear fender and battery cover were restyled to adapt to the wider rear end, and the seat was reconfigured slightly, as well. The Super Glide's standard saddle is now a solo seat, though our test bike came with a dual saddle and passenger pegs.
The big news, however, is down in the engine room, where a redesigned drivetrain has brought six speeds, a lighter clutch and a new engine/transmission interface. Peak clutch effort was reduced by a third with a new ball-and-ramp mechanism mated to a redesigned diaphragm spring. The new gearbox features a redesigned shifting mechanism that uses sliding "dog rings" instead of heavier moving gears, and beefier helical gears instead of the old unit's smaller straight-cut gear pairs. The primary ratio is taller, and the new gear ratios provide taller overall gearing in the new sixth gear than the old fifth gear, reducing engine speeds on the highway. The new tranny also gets beefed up with bigger bearings, improved seals and a stiffer housing that dispenses with external oil lines. The new primary-drive housing comes with an automatic chain tensioner, eliminating adjustments and the related inspection cover. All these improvements were supposed to offer greater durability and increased load-carrying capacity, but something didn't work out as planned because there is currently a service bulletin calling for owners to have a primary-drive bearing replaced every 15,000 miles. Harley has really stepped up in the matter and will pay not only for all the parts and labor, but also to have the bike taken to the dealer. Some owners see this as a nuisance, but others regard it as a free primary-drive service and an opportunity to get the bike to the dealer for regular service, as well.
The Twin Cam engine got upgrades in addition to its new transmission interface. A revised oil pump delivers improved flow and scavenging. Oil-filter and oil-cooler adapters are now integrated. A revised cam plate brings new plain bearings and a new hydraulically actuated automatic cam-chain tensioner. Fuel injection is standard.
It is impossible to appreciate how much these changes have improved the whole bike until you ride one of the new Dynas. The revised clutch is so much lighter and easier to control that it's almost startling. It makes the bike much easier to ride at low speeds, in stop-and-go situations and when getting under way. It's not only lighter than other Harley big twins, it's lighter and more controllable than all other big twins. Since many of Harley's customers are reaching an age where they encounter problems like arthritis and carpal-tunnel syndrome, having the lightest, most controllable clutch in the class has to be a significant attraction.
With its smoother, quieter, reduced-effort gear changes, the new gearbox also imparts a sense of heightened quality and precision. Closer ratio choices and the reduction in top-gear rpm are also welcome changes. Your choice of engine rpm is widened at almost any speed, so you can have more power on tap or simply slow the engine down with a shift or two. Our shifts were smooth and precise, the lever throws were noticeably shorter, we didn't miss any shifts (even though the lever was positioned a bit high) and neutral was a cinch to locate. As with the clutch, the new transmission moves to the top of the class, challenging Harley's competitors to match it, and that will not be easy. We suspect that the primary-bearing issue will keep this drivetrain from being deployed in the rest of Harley's big-twin line, which is a shame because it is otherwise an exceptional piece of work.
With fuel injection now standard (with tighter emissions standards bearing down, virtually all new or redesigned cruisers will be fuel injected), the Dyna engine starts immediately, hot or cold, responds crisply to throttle changes, and maintains the brand's reputation for great fuel mileage. Though it can't claim the massive displacement of other brands' latest cruiser flagships, the 1450cc air-cooled Harley mill still makes plenty of power, delivered over a broad curve. With the additional transmission ratio and taller gearing, it is more flexible than ever and more relaxed in top gear. We sometimes found ourselves running down the highway in fifth gear, thinking we were in top, so even fifth gear doesn't seem busy.
In terms of feel and chassis performance, the new Super Glide does not depart radically from Dynas past. This motorcycle was a bit smoother than other recent Dyna models we have sampled, with the rubber mounts insulating the rider and the mirrors from the shakes at virtually all speeds. The handlebar on this bike is a good all-around bend, with enough width (28.9 inches) to keep the handling light, but not enough to spread you out like a sail in the passing wind. Our bike's accessory seat was adequate around town, but started feeling hard after a couple of hours. Set back farther than most cruiser footrests, the Super Glide's pegs let you shift some of your weight from your butt and create a position that offers superior comfort and control than a feet-forward configuration.