Motorcycle Road Test: Harley-Davidson Super Glide T-Sport

This Harley was different right out of the bag. Although clearly oriented for long-distance riding, the T-Sport doesn't display the elephantine characteristics of trademark touring motorcycles, and though it's designated athletic, it only hints at the svelte minimalism expected from sporting strains. Its ears aren't laid back like the FXDX Sport, from which it sprang, and it doesn't share the ungainliness of the FXDS Convertible, which it knocked clean from the scratching post. The Harley-Davidson T-Sport is an utterly new animal representing the possibility of an entirely new breed.

It doesn't take a keen eye to distinguish the foremost intent of this bike. The stylishly modern and well-proportioned saddlebags and fork-mounted fairing/windshield combo give away its touring intent. On closer inspection, the generously scooped touring saddle and standard highway pegs echo this objective. Adjustable front and rear suspension, a 28-degree steering head angle and four-piston caliper triple-disc brakes evidence the T-Sport's sporty persona.

Harley-Davidson has fed its enormous line of motorcycles a steady stream of improvements over the last few years, and the Dyna Glide series has grown hearty and handsome as a result. We've especially relished every stint on the FXDX Super Glide Sport since its inception in 1999. You also may have a deaf ear from our raving about the Twin Cam 88 "Fathead" motor. The Evo replacement is quiet, smooth, powerful, efficient and durable. And when it comes to sheer strength, it's the bull to beat in the big-twin arena. All Dynas utilize the carbureted version of this motor, along with most of the other bold-letter improvements Harley's made of late, so blessed be the T-Sport. Or not. Since it showed up bearing all the goodies, it also held the weight of our significantly high expectations.

Go West

With great eagerness we picked up the bike in Denver, Colorado, immediately following its official unveiling at the annual Harley-Davidson Dealer Meeting. Since then we've urged the bike over a 12,095-foot summit in pouring rain, trudged through 120-degree Fahrenheit temperatures in the desert, ambled along the oceanside and commuted to the moon and back. As an overall package, the T-Sport performs with great versatility. It's comfortable, powerful and nimble, and damn we love those bags. Touring riders will value the Twin Cam's fuel efficiency too -- a 206-mile range is certainly nothing to throw cheese balls at.

The half fairing on the T-Sport is small enough not to upset the visual proportion of the bike, yet wide enough to provide adequate wind protection with only minor buffeting occurring around the sides. The lightly tinted windshield is conveniently adjustable for both height and angle by means of a mechanical dial, which controls two hinged arms. Dialing the shield out decreases the rake by 10 degrees and simultaneously raises its height by two inches. Most average-sized riders found the windshield dialed to its highest position provided the best wind and noise defense, but interrupted line-of-sight. There is some distortion in the curved edges of the shield and splicing the view was distracting enough that most of us opted to keep it fully lowered. The windshield could lose a couple inches off the top and Harley-Davidson is, in fact, working on a shorter option. Currently there's only one replacement windscreen available and it's two inches taller, which we do not recommend (unless you are about siz-inches taller than any of us.

The functional quick-detach ballistic nylon, leather-topped saddlebags are another departure from Harley's traditional styling. They mount to the bike on three small metal docks and detach via a button-operated fastener located on the rear portion of the bracket that backs each bag. You simply depress the button (hard) to release the latching mechanism, and then lift the bag up and slightly forward to free it from the mounting posts. Mounting them is just as easy once you get a feel for the position of the receptors on the bag's bracket system. Once lined up properly, it's almost impossible not to have the bag drop right into the mounts and lock in place.

The stock saddlebags are expandable by means of a zippered cinching system and hold an enormous amount of whatever. Picture the magician's hat in reverse -- inside each bag is a nifty built-in waterproof liner, which pulls up and opens sack-style for easy stuffing. Once loaded, the liner can be cinched at the top and crammed back into the bag's shell. If you choose not to use the inner liner, it simply puddles complacently in the bottom of the bag. (Exterior rain covers are also provided.) Of course it's tough to get to items when they're stacked in a top-loading sack then stuffed into another bag, even though the outer portion opens clamshell-style. We chose to use the inner liners for things that simply couldn't get wet, like electronics, or things we didn't need, like dirty underwear, and situate things we might want to access within the main nylon bag and its smaller outside compartment.

We love these bags, and found nothing to moan over except they can be hard to fully unzip while they're attached to the bike (it's especially difficult to draw the zippers rearward because the stylishly tucked rear turn signals get in the way). But the bags were so easy to take on and off the bike we didn't care. Harley's detachable bags of yore, such as those found on the FXDS Convertible were wholly unattractive, an extreme pain to use and a bummer to chase down city streets once the screw-tightened fasteners vibrated loose (as, judging from our experiences, they inevitably did).

Stop Whining

Harley has addressed other universally despised Dyna Glide characteristics this year. The kickstands have always been a chore to use. Not only were they hard to locate without a visual search, but also they were long and so poorly positioned you had to lean the bike to the right -- just over center -- to deploy them. It wasn't that irritating in ideal conditions, but if the pavement was at all angled, or if you happened to stop in gravel or similarly slippery stuff, it could be a rigmarole...or worse. We like the reinvented stand, which has its pivot point shortened and is equipped with an extended tab. (Now if Harley could just mount the ignition in a position that makes sense....)

This year there are new fuel gauges, ones that don't hover and plummet quite as much, and an anti-fog application for the gauge housing to deter condensation. Harley has also implemented a new transmission shifter claimed to provide smoother, more accurate gear exchanges. Some said they didn't notice the difference, but those of us who were most irate about stirring the thing around searching for neutral could immediately feel the distinction. In the miles we accumulated on the T-Sport, neutral was always right where it was supposed to be -- and didn't have the bad habit of showing up where it shouldn't.

Harley also addressed the ridiculous dilemma of failing tank console trim, which on past Dynas would slip off and flop around almost immediately in an extremely unattractive fashion. It had to be a real pisser for any owner. Unfortunately, the "new durable trim" doesn't cut the mustard either. The trim still separates from the console straight away, although it doesn't flop thanks to strategically placed globs of glue. It seems inexcusable for such an expensive motorcycle.

Thankfully, the rest of the T-Sport's fit and finish is up to par. While the powdercoat blackout effect denotes aggression on the FXDX, it is subtly handsome and almost elegant on the T-Sport. Staggered chrome shorty mufflers provide an aesthetic balance. Tall in stature, and more sinewy than wide, the bike's shape suggests agility. And it delivers. Whether you're blazing along back roads or doing a jig through rush-hour traffic, the T-Sport's predictable steering and athletic suspension provides inspiring maneuverability without compromising stability. Ground clearance is admirable, and the typical rider would have a tough time touching hard parts. Surprisingly the T-Sport offers less ground clearance than the FXDX (32.4 degrees on the right side as opposed to 33.5), a result of a narrower rear tire. When we first took delivery of the bike we noticed a slightly disconcerting head wallow which occurred quite frequently in sweeping corners and was additionally prompted by road irregularities. However, in playing with the zoot adjustable suspension, we were able to tame the nuisance considerably.

Sporting Some Function

Adding a little sport to the cruiser genus is a good thing. Functional treats such as adjustable suspension and powerful brakes don't take away from style. The FXDX wowed us with its performance characteristics, and the T-Sport is equipped with the same practical assets. The cartridge-type 39mm front fork is adjustable for compression and rebound damping and the dual-rate spring can be tensioned for preload. Dual gas-charged shocks on the rear are adjustable for preload and rebound damping. Both situations are easy to access and adjust.

Obviously, we think highly of the T-Sport's suspension and its straightforward adjustments. When dialed soft for touring, it soaks up highway irregularities like a sponge, and when set on the stiff side, you can tear into canyon roads without worrying about any slop. On the other hand, if you're not picky you can just set it somewhere in the middle and go. We are also big fans of the FXDXT brakes. You get two big discs up front, and a single matching unit on the rear, actuated by four-piston calipers. The hearty front brakes are especially nice for spirited back-road riding, and the combined power of both front and rear is excellent. Response is ultra-fast, yet securely smooth -- with no surprises.

The T-Sport is smooth in other ways too. Little engine vibration reaches the rider thanks to a well-evolved rubber-mounting system. What you do feel is transmitted mostly through the seat, and it reaches a crescendo at approximately 2800 rpm. Unfortunately that engine speed translates to roughly 65 mph in fifth gear, so if you find it bothersome (and only some of us did) you'll be making a slight adjustment one side or the other.

The mirrors on the T-Sport are big and steady enough to provide an acceptable view. Most of the quivering occurs at low rpm, so on the highway there's not a lot of distortion. Gauges are functional and aesthetically pleasing from the pilot's perspective, and all controls were painless to operate, including the clutch. Of minor concern, the tripmeter reset button, located on the backside of the speedometer housing, cannot be manipulated unless the windshield is dialed forward. It's a bit of an annoyance if you consistently ride with the shield at its lowest setting. Thankfully, the large dial is easy to crank and the inconvenience quickly fades into routine.

Footpeg and handlebar positions were mostly comfortable for the lot of us. One tester returned from a long day in the saddle complaining of the infamously agonizing stitch between her shoulder blades -- also known as wide handlebar syndrome. The bar is a bit wide at 32 inches, but the distance from the seat to the grips really exaggerates the spread. It's quite a reach if you're seated as intended in the well of the saddle. Most of us had some complaint about whether the handlebar was a comfort or steering-response issue and would want to replace it with one tailored to our personal tastes and builds. Riders with short inseams may also shy away from the somewhat lofty 28-inch seat height, and the wide stock saddle exaggerates the issue. The original equipment highway pegs were also quite a stretch for our smaller riders, but we liked having an elective leg position, especially during long stints. The Fathead's sizable air box, however, can uncomfortably contact the right leg, and lazy foot placement will actually depress the rear brake lever.