Joining The Club
As we mentioned, the undisputed torchbearer for this year's CVO line is the Convertible-a bike definitely Not Like the Others.
The conceit behind the Softail-based Convertible is a simple one-it's designed to be a "two-into-one" bike configurable for a variety of riding situations. The Convertible can be set up for all-day touring, two-up cruising or solo profiling simply by adding or detaching a few key components, thus changing its look, character and purpose. The compact fairing with smoked shield, leather saddlebags, passenger pillion and sissybar (called an upright) with backrest pad can all be popped on or off easily, in two minutes-without tools. That makes for pretty nice versatility and overall value. Adding CVO-style panache to the leather bits are Buffalo hide inserts, but otherwise, we expect to see these components in current form trickle down to the standard line.
Alas, the sight of this Softail reclining 'neath the warm California sun doesn't immediately draw admiring glances, especially when it's in full touring regalia. The small windshield's tapered shape feels like an awkward compromise (and is no wind-deflecting champ, either) while the compact headlight and nacelle disappear into the fairing, making for a less-than-grand entrance. The Convertible's better off naked with all the touring bits removed, where it can strike a clean, custom (and cooler) pose.
Other bits are more pleasing, like the full length tank console and new tank-mounted combination digital speedometer and analog tachometer. New elegantly shaped 18-inch chrome Stinger wheels with matching sprocket and floating brake rotors add some high-end shine to the package. The distinctly retro-flavored Ventilator air intake debuted last year, sporting an exposed element that advertises its high-flow, performance intent. A full-coverage wide rear fender shades the 200-series rear radial (the widest in this CVO bunch) while also serving as a backdrop for the trick new rear light bar with integrated stop/turn/taillights.
The FLSTSE's profile is a keeper too, with a heavy-lidded front fender tucked between thickly-shrouded "beer-can" 41.3mm fork legs. The 110B Granite powder coated powertrain gets identifying etchings on the covers and cylinder heads, so bystanders know how you roll.
Down below, it's business as usual: with Harley's evergreen Softail platform, the Convertible features a rear suspension design that apes the clean lines of a vintage hardtail frame, but with the benefits of a modern suspension hidden beneath the chassis.
That suspension isn't exactly long-travel here, but I was surprised at the harshness of the ride over big bumps; 3.3 inches of rear-wheel play should be enough to do the job (in fact, it's the most in this group). Of course, a short suspension is how Harley managed to get the Convertible's seat height down to a subterranean 24.4 inches-one of the lowest out there. I'm just 5'7", and even for me, the riding position felt a touch slammed. The wide bar with a moderate rise fell to hand nicely and I had no complaint with foot positioning on the just-barely forward-mounted floorboards, but while ergonomics felt decent, floorboards would drag early and often. Passengers have a fairly wide pillion pad to rest their glutes on, though long-haul capability remains to be seen.
Rumbling away from the curb, I could instantly feel the eerie smoothness of the counterbalanced 110B mill. Of course, that comes with a price; the initial rush as you twist the throttle isn't as pronounced as on the other, non-balanced engines in the group. I'd think 110 ft-lb of torque would be harder to miss. Turn-in on the Convertible isn't as laser-like as, say, the Fat Bob, either; steering feels a bit looser, as on most Softails. And the front disc brake is merely adequate-that lever needs to be really squeezed for effect.
Luckily you get a hydraulic clutch on the Convertible, which makes actuation easier, and with the 6-speed Cruise Drive transmission (with new helical-cut fifth gear), gear shifts are positive and gearing nicely spaced. For relaxed pilots, it's an easy-to-ride machine.
In all, I'd say the Convertible is a great idea that needs a touch more tweaking to yield its full potential. Production will be limited to 2,500 units.