Time Traveler: 1997 Harley-Davidson Heritage Springer Softail

In addition to the embossed basket-weave treatment and color piping, the bags each feature three 1.5-inch-wide closure straps with big chrome buckles, three conchos, four reflectors AND five-inch-long fringe hanging from the lid flaps and the bottoms of the bags. To our eyes, it was all about two or three elements too many and gave the bags a kind of wild-west-Wurlitzer appearance. Some of this interferes with function. Three straps are less handy than two, especially when there is fringe in your way when you are trying to buckle them. The bags have limited interior volume because the backs are scooped out to clear the swingarm and other pieces. Items that look like they should fit right in the bag won't slip all the way to the bottom because of the shape of the pushed-in backs.

The retro effect of the styling is so effective that a few modern pieces--notably the teardrop rear turn signals and the big round airbox--appear out of place on the Heritage Springer, though a venture into the aftermarket could probably find more fitting items. The machine certainly starts conversations. Few people walk past it without pausing to look.

Whether this most expensive of all Harley cruisers is worth the $17,000 suggested price depends primarily on your reaction to that thrilling-days-of-yesteryear styling. The bike's other attractions--primarily comfort points--are diluted by strong vibration. That single shortcoming would make us think long and hard about traveling long distances on the machine. But it is unique. It can't be mistaken for any other machine, not even another Harley. That--or perhaps a desire to time travel--will make it worth the price to some folks.

RIDING POSITIONS

Nostalgia is fine when it's just skin-deep. I have no complaints about retro styling, but when the bike begins behaving like a 50-year-old machine, the appeal quickly fades. In this case, we have a machine with authentic WWII-era vibration. I figured I had been born late enough to avoid that kind of thing. I have enjoyed motorcycling's march of progress, and dispelling hammering vibration was one of out greatest advances. My other complaint, the no doubt expensive saddlebags, are a glaring example of form overwhelming function.

1997 Harley Davidson Heritage Springer Softail Tank View.Jpeg

Those shortcomings are particularly unfortunate because the rest of the bike works so well, whether you like the modern-memory styling or not. But the vibration dominates the machine once you are out of town, overshadowing all the good stuff. For my budget, eighteen grand is too grand for bike that is limited to boulevard trolling, no matter how unique its looks.

--Art Friedman

As I've been riding the Heritage, I've been thinking about Ben, a guy who attended my high school. Ben walked into my football-crazy school the answer to our prayers. A broad shouldered, six-foot-tall freshman was hard to miss amongst the skinny, squeaky-voiced kids in our all-male school. The coaches salivated. Ben had a similar effect on members of the opposite sex bussed in for our Saturday night mixers.

1997 Harley Davidson Heritage Springer Softail Front Fender View.Jpeg

The Heritage Springer's entrance was no less attention-getting. Several female employees--people who see everything on two wheels roll through our garages--took it upon themselves to comment on the Springer's good looks. A motorcycle cop astride an in-line four pulled up beside me at a stop light and pointed to the side of the road. When we pulled over, he showed me pictures of a Heritage police bike he'd been assigned when he worked for a police department that wasn't as "cheap" as the LAPD.

Except for the fact that it needs a hair cut, the FLSTS is a nice looking motorcycle. The Springer front end combined with the fat front tire makes quite a statement. The stylish fishtail mufflers deliver a bit too muted but still pleasing sound. What's not to like about the bike?

This morning, on the last day I have to ride the Springer, I realized why I'd been thinking of Ben. His entrance wasn't what reminded me of the Springer; it was his fall. You see, the first time we saw Ben perform during a game we witnessed what would be repeated every football game for four years. Although he looked like a bruiser, Ben was, simply put, an oaf, and no amount of coaching was ever able to turn him into the linebacker we'd all wanted. When I'm choosing my team for weekend activities, I'll still pick the Vulcan Classic to fill the V-twin position.

--Evans Brasfield

EDITOR'S NOTE:

Our overall opinion of the FLSTS has improved significantly since it was fitted with the counterbalanced 1450cc Twin Cam 88B engine, which has eliminated vibration as an issue and offers more power than the 1340cc Evolution engine that was fitted in 1997, when this bike was tested. The fuel-injection option has also increased power and response. Of course, there have been a number of additional changes in the years since this test was written, but those are the most significant.

THAT FORK: The Story Behind the Springer

One of the Heritage Springer Softail's most prominent features its "new" Springer front end, but the concept behind this chromed bit of eye candy is a half-century old. Looking much like the front suspension on the 1948 Panhead that inspired it, this modern Springer iteration has been around since 1988. Evolutionary refinements since then have kept this antiquated-but viable system competitive with the telescopic front forks in Harley-Davidson's line.

The Springer front end's function is immediately clear once you've gotten a chance to bounce on one and watch it work. The rear-most legs of the Springer are rigid and transmit cornering and braking loads into the motorcycle's chassis through a conventional steering head. The bottom ends of these rigid rear legs (one on each side) have pivots that carry short swinging arms with the axle mounted at their front ends. To handle suspension loads, a second fork (positioned forward of the rigid one) mounts to the swing arms via more pivots, and transfers suspension loads up to an array of springs and a single damper mounted in front of the steering head.

The Springer design requires unique mounting for the front brake caliper and fender. The caliper carrier pivots on the wheel axle, and feeds its braking torque into the rear, rigid part of the fork with a short reaction link. According to Harley-Davidson, a small amount of anti-dive geometry is designed into the system to reduce the amount of suspension used up by weight transfer under braking. The fender is carried on links too, and the FLSTS has reworked geometry to allow for closer, more consistent fender clearance than on bikes with 21-inch wheels. The new bike also has revised rebound damping, aimed at refining ride quality.

Other changes were made to the Springer design to adapt it to the FLSTS's 16-inch front wheel, instead of the 21-inch front wheel it has been paired with in modern times on other H-Ds. The angle of the legs has been made more vertical to net an increase in trail of just over and inch; the brake reaction link mount was beefed up to deal with the greater traction of the new 16-inch wheel. And the moving fork legs were widened to make room for the fat new tire too.

The Springer front end is well suited to duty on the front end of a cruiser. On the positive side, its freely moving pivots don't suffer from sticking friction (stiction, in suspension vernacular), it can have a competitively low amount of unsprung weight, and in this version, it offers a distinctively high chrome quotient. On the downside, it's a bit heavier overall than the comparable fork in Harley-Davidson's line, and at 4.2 inches, offers almost an inch less travel. Neither negative is much of a factor in the low-energy riding most Springers are likely to be subjected to. Its combination of supple ride and retro look is an ideal fit for the FLSTS.--Jeff Karr

SPECIFICATIONS: 1997 Harley-Davidson Heritage Springer Softail

Designation: FLSTS

Suggested base price: $16,995 ($17,285 California)

Standard colors: White/red, white/blue

Standard warranty: 12 mos., unlimited miles

Recommended service interval: 5000 miles

Engine type: Air-cooled 45-degree tandem V-twin