Using the 5/32 hex key that...
Using the 5/32 hex key that the rider must provide, two bolts per stanchion loosen the spring-like band steel brackets and allow easy windshield removal. Although the slots on the windshield's bracket (above the mounts) appear to allow a large degree of adjustment, the actual amount of adjustablility is negligible due to the instruments and other hardware. Also, the windshield makes it difficult to reach the trip meter reset button on the back of the speedometer.
In the array of bikes crawling their way up and down the strip, the Convertible's around-town character was congenial--as long as the engine was warmed up. The bike was stable at low speeds, and the three 11.5-inch discs worked well although the rear brake locked too easily in quick stops. The soft front end dove under braking, and the rear suspenders delivered sharp jolts over square-edged bumps at any speed. If the engine was cold, particularly in the mornings, the FXDS spit and coughed and shuddered like a two-pack-a-day smoker after climbing five flights of stairs. Full choke was required for more than five minutes in around-town stop-and-go traffic before the engine finally settled down. When the engine was hot, the bike frequently backfired as it was started.
Americade is not just about the demo rides or the vender area or the music or food or strolling downtown Lake George checking out the machinery or even talking to other bikers. We went to Lake George for all those things, but we also went to Lake George to ride. Americade has long enjoyed the reputation of being one of the best organized rallies in the country. Every day had no less than five guided, three unguided, and six self-guided tours through the rolling countryside of the Adirondack region.
On back roads, the FXDS was an enjoyable companion, provided it was not asked to do too much, too quickly. As our measured 65.4-mph terminal speed at the end of the 200-yard top gear roll on from 50 mph implies, passing traffic usually required a downshift to complete the maneuver in the space available. The 28-degree rake resulted in responsive steering and an agile feel, but the softly sprung 39mm fork and harsh rear suspension (that would hammer the rider with too much compression damping while not damping the rebound enough) made their unhappiness with mid-corner bumps all too clear. In smooth, sweeping corners, the Convertible offered plenty of ground clearance with which to play. Riders who like to swoop on anything but the smoothest roads will want to invest in some heartier suspension components.
Our forays into the urban jungles of Manhattan and Los Angeles were not as pleasurable as our rural meanderings through Pennsylvania and upstate New York. Cruising at about 70 mph down Manhattan's West Side Highway with cars on all sides, we were startled by the sound of metal on pavement--followed by horns and well meaning car drivers who weaved all over the road as they gestured wildly at the back of the bike telling us what we had already surmised. A mere 90 miles after the retaining knob had last been tightened, the left saddlebag made a run for it, taking all its contents with it. Returning to the scene ten minutes after the fact, we found the carnage strewn across three lanes of traffic. Utilizing the Convertible's flashers (initiated by pressing both turn signal buttons at the same time) we slowed to a crawl before stopping to rescue a mortally wounded Vanson jacket. The Convertible was unceremoniously parked in a Chelsea garage and summarily returned to York two days later. In Harley's defence, this saddlebag incident is the only one we know of, and we've asked around. (Editor's note: Since this was printed in 1997, several other Convertible owners have reported similar problems.)
The knurled knob proved too...
The knurled knob proved too unreliable to secure valuable saddlebags and their contents. The left one required tightening every 100 miles and still managed to allow the bag to fall off.
The test bike loaned to us upon our return to LA did little to ease the hard feelings between us and our previous FXDS. Even in mid-day summer temperatures, the engine refused to run smoothly without an extended warm-up. The suspension felt harsher on the broken city pavement than our east-coast loaner. Unless there was a need to ride it, the Convertible was generally passed up for other bikes.
The Convertible seems to be a good idea that fell victim to a few basic flaws in implementation. Jetting changes or installing Harley's terrific electronic fuel-injection system would remedy the rideability problems. A new bag-securing system is only a little design time away. The suspension can be improved with a quick trip to the aftermarket. What bothers us most is that these problems should not be present in a 15,000-dollar motorcycle. Until some changes are made, the Convertible will remain one of the best ideas we'd aren't rushing to buy.
High Points
Windshield and bags easily removable
Rubber mounted engine
Good ground clearance
Low Points
Cold-blooded engine
Tall windshield obscures view of road
Bag mounts may loosen
The studs on the fender rail...
The studs on the fender rail are one of the only clues that this Harley is a stripped Convertible. Each stud fits into a hole and slot in the bag and appears to provide enough security should the bag's knob unscrew.
First Changes
Find better way to secure bags
Trim wind shield to suit your height
After my first day with the FXDS, I thought I'd finally ridden a Harley that would garner a 4 rating. The extended interstate drone in a variety of weather, traffic, and road surface conditions had me impressed with the Convertible's flexibility. Although too tall, the windshield kept me dry in the rain, the bags kept my gear dry, and everything came off the bike easily, allowing me to ride an unfettered bike down the strip to dinner. Only the bike's cold bloodedness took some of the shine off the package at Americade. However, the Convertible's stock plummeted as I risked life and limb picking up the remains of my favorite Vanson jacket (which had been dragged almost a quarter mile down the road by who knows how many cars) and had to write off all the other contents of the suicidal saddlebag. Still, I debated a 3 or a 3.5 rating for the rest of my East Coast sojourn. What finalized my decision was the cold blooded and downright orneriness of the Convertible we rode in LA.
I like the idea of a bike that converts, in no more time than it usually takes to check oil level, from touring rig to naked boulevard machine. The seat didn't bother me, and I've even become kinda fond of the feet waaaay forward riding position offered by the highway pegs. If the folks at H-D make a couple small changes--jetting and bag mounting, specifically--the utilitarian nature of the FXDS would move it up near the top of my list of do-everything cruisers.
The knob between the two throttle...
The knob between the two throttle cables adjusts the tension of the twist grip and can be used as a throttle lock. Since Harley recently lost a law suit that claimed the lock (not rider error) caused an accident, we wonder how long this useful feature (when used with a modicum of common sense) will continue to be fitted.
Maybe I had unrealistically high hopes, but the Convertible was a disappointment. I was a big fan of Harley's FXRT/FXRD series machines, and hoped this machine might work as well. The concept of a bike that quickly makes the switch from cross-town troller to cross-country speeder is an appealing one, but the execution left me cold. The windshield, though offering good wind protection, was too high and got in the way of the instrument controls. The saddlebags look deflated unless full. The saddle, at least on the bike we had in California, was uncomfortable, and the engine took inordinately long to warm up---and still felt like it needed some more. The first time I rode it, the rear suspension, reacting (with an amazing noise) to a bump I ride over every day with little drama, hammered me so hard that it probably shortened my spine.
Evans tells me that the bike he picked up back east worked much better. Judging by the fact he came back smiling, it must have.
SPECIFICATIONS
1997 Harley-Davidson Dyna Convertible
Designation: FXDS-CONV
Suggested base price: $14,100 ($14,385 California, 1998 prices)
Standard colors: black
Extra cost colors: red pearl, blue pearl, violet pearl, add $200, red/black add $525 (1998 colors)
Standard warranty: 12 mos., unlimited miles
Recommended service interval: 5000 miles
ENGINE & DRIVETRAIN,br> Type: Air-cooled, 45-degree, tandem V-twin
Valve arrangement: OHV, 1 intake, 1 exhaust valve, operated by hydraulic adjusters
Displacement, bore x stroke: 13400cc, 88.8 x 108 mm
Compression ratio: 8.5:1
Carburetion: 1, 40mm Keihin CV
Lubrication: Dry sump, 3.0 qt.
Minimum fuel grade: 92 octane
Transmission: Wet, multiplate clutch, 5 speeds
Final drive: Belt, 70/32
Seat height: 28.5 in. Wheelbase:...
Seat height: 28.5 in.
Wheelbase: 63.75 in.
Wet weight: 682 lbs.
GVWR: 1085 lbs.
Overall length: 91.5 in.
Rake/trail: 28 degrees, 4.1 in.
CHASSIS
Wheels: wire-spoke, 19 x 2.5 front, 16 x 3.0 rear
Front tire: 100/90-19 Dunlop Elite S/T D401
Rear tire: 130/90HB-16 Dunlop Elite S/T D401
Front brake: 2, single-action, single-piston calipers, 11.5 in. discs
Rear brake: Single-action, single-piston caliper, 11.5 in. disc
Front suspension: 39mm stanchions, 6.9 in. travel
Rear suspension: 2 dampers, 4.7 in. travel, adjustable for preload
Fuel capacity: 4.9 gal., (0.5 gal reserve)
Handlebar width: 25.5 in., 1.0 in. diameter
ELECTRICAL & INSTRUMENTATION
Charging output: 360 watts
Battery: 12v, 20 AH
Forward lighting: 55/60-watt headlight, position lights
Taillight: Single bulb
Instruments: speedometer, LCD odometer/tripmeter; warning lights for high beam, turns signals, neutral, oil pressure
PERFORMANCE
Fuel mileage: 32 to 45 mpg, 37.9 mpg average
Average range: 185 miles
RPM at 60 mph, top gear: 2560
200 yard, top-gear-acceleration from 50 mph, terminal speed: 65.6 mph
Quarter-mile acceleration: 14.83 sec., 84.6 mph