The A model's instrumentation...
The A model's instrumentation is dated looking but includes a tach.
Evans Brasfield: Well, I never thought I'd say this, but there's a new king of the big-twin class. The Yamaha Road Star has won my heart. Combining the characteristic fit and finish of the Star line with a nifty new engine produced a winning result. With its ultralow rev limit, the big 1600 loafs along in a manner that belies its ability to make speed when necessary. Call it Torque. (Yes, with a capital T.) My only functional quibble is the cornering clearance, which is a little on the low side. I'm still waiting for those titanium or magnesium scuff plates to make the floorboards spark up at night.
My second surprise of the trip was the bike that muscled its way into second place. Until I experienced the FXDX I'd never ridden a stock Harley I'd want to own. The Twin-Cam engine, although cold-blooded at times, simply kicks butt! (Getting a little too aggressive with my launch at the dragstrip had the bike sideways with the rear tire churning the pavement.) And the FXDX has the suspension to utilize the engine's power on a winding road. I like the blacked-out look too -- even the wrinkle paint.
The Classic's fender rails...
The Classic's fender rails offer bungee-cord hooks.
Although my third choice isn't the Vulcan Classic either, I don't feel like I'm dissing my erstwhile favorite. Why? Because the Drifter is a variation on a theme that I've enjoyed immensely over the past couple of years. The fuel injection and hotter cams give the engine a different character -- and exhaust note. Maybe I'm suffering from chrome-itis, because I dig the blacked-out look with just a few chrome highlights. Put a solo seat on this bike and you've got one sexy ride!
The rest of the pack? Well, they run so close together as to make ranking them an exercise in futility. With the exception of a couple of bikes in this group -- names withheld to protect the guilty -- cruisers can't go wrong.
Former Associate Editor Brasfield has retired to fatherhood and freelancing. You can reach him through his website.
Art Friedman: It's not enough to look good, you have to feel good too -- at least if you buy one of these things to actually ride. A motorcycle should be fun to ride. That means it should function well and be comfortable.
If looks were all that mattered, the FXR would be the top choice. And if performance was the only requirement, the FXDX might be the winner. (And if Harley tricked-out the FXDX like the FXR2, it could be the winner.) And if the decision is simple bang-for-the-buck economics, the Vulcan 88 fills the bill nicely.
Full fenders are a key component...
Full fenders are a key component of the Drifter's nostalgic style.
But I want to ride all day in comfort and revel in the admiring glances when I stop. And I want to stop when I choose, not when something vibrates loose. So it is easy to see why the Road Star and Vulcan Classic were so popular, both look good and work well. If I intended to keep it stock, the Yamaha would be my choice. If I planned to personalize it, the aftermarket currently offers more choices for the Vulcan Classic.
Friedman offers more choice for those who want to email him, you can get him at ArtoftheMotorcycle@hotmail.com.
HARLEY-DAVIDSON
With the recent introduction of the twin cam 88 (a.k.a. Fathead), Harley now has two big V-twin engines. The new Fathead powers the Dyna and touring families, and the Evolution engine -- which was introduced 15 years ago -- supplies power for the Softails and the two recently revived FXR machines.
With more than one million copies minted since its debut in 1984 models, the 1340cc Evo is the most popular motorcycle engine on the planet. Although it retained its predecessor's air-cooled, 45-degree single-carb design and pushrod valve actuation, it got a significantly revised top end with aluminum cylinders, new valve and port arrangements, automotive-style hydraulic lifters and other improvements.
The bottom end was largely unchanged from the iron-barrel Shovelhead that came before it, with Harley's traditional knife-and-fork connecting rods running on a single crankpin. Initially served with four speeds and chain final drive, the Evo was eventually converted to five speeds and belt final drive. The Evo's popularity means an unmatched selection of accessories and hop-up parts, prompting Harley to offer a factory rebuild service. For $2000 or so you can make your Evo engine showroom fresh.
The Twin Cam 88 is an entirely new design, even though it shares the Evo's basic design parameters: air cooling, 45-degree V, single crankpin, knife-and-fork rods, single carb and hydraulically adjusted pushrods operating two overhead valves per cylinder. The twin-camshaft setup is the largest basic change in terms of configuration, but there are virtually no interchangeable parts. The design permits easier assembly and service in addition to greater durability. Shafts are no longer supported by the engine's side covers; clearances are tighter and more precise; there is more lubrication; components are brawnier; and there is room to grow. It also starts out at 1450cc, achieved with a bigger bore and a shorter stroke. Like the Evo, the Fathead has a separate transmission case. The case itself is new, though the shafts and gears are the same.
Two carbs, low gearing and...
Two carbs, low gearing and a light chassis to drive make the 1400 quite quick.
The only straight-cruiser series using the new engine is the Dyna line, which uses the newest Harley chassis featuring rubber engine mounts to isolate vibration. To represent this family, we requested a FXDX Dyna Super Glide Sport, the newest and most sporting Dyna family member. The FXDX features longer, high-performance suspension, dual discs on the wire-spoke front wheel and a speedo and tach atop the fork crown. The front end is raked to a steep 28 degrees for responsive steering. The engine and other components, such as the flattrack-style handlebar, are blacked-out. It has a dual saddle and, in keeping with its sporting flavor, provides footpegs for both rider and passenger.
To represent the Evo-powered Softail line, we got an FLSTF Fat Boy, the most popular streetbike in America. The softail chassis mimics the clean, hardtail look with a triangular swingarm suspended by two shocks placed horizontally under the engine. The Fat Boy carries its weight with solid-disc wheels wearing fat 16-inch tires under wide fenders, a seven-inch headlight, covered fork tubes and floorboards. Distinctive touches include the dual shotgun-style exhaust and a leather tank panel atop the twin-cap 4.2-gallon tank.
As we were organizing this ride, Harley announced the return of another chassis family -- the FXRs. The Dyna series superceded the FXR family (which also mounts the engine in rubber) but Harley recently announced two versions would be produced on a limited basis (900 units each). The FXR3 and the bike we rode, the FXR2, are both Evo-powered and feature a variety of custom touches, such as special paint and an array of accessories and chrome. Our FXR2 includes a 21-inch wire-spoke front wheel with a single disc, chrome slotted-disc rear wheel, billet footpegs, chrome fork lowers, a small passenger backrest, chromed swingarm, blacked-out cylinders with polished fin edges on a heavily chromed engine, and other head-turning touches.