Photography by Kevin Wing...
Sometimes it seems as if Harley-Davidson's Sportster motorcycles don't get any respect. Some Harley-Davidson Big Twin owners act as if they are the bastard children of the family. A few cruiser zealots say they aren't true cruisers, and the sportbike set acts as though they are low-tech throwbacks, a forgotten branch on the motorcycle family tree.
Things are even worse for the Sportster 1200 Sport. "Sportster Sport? That's not only redundant," proclaimed one sportbike snob, "it's an oxymoron." A self-proclaimed cruiser expert looked at the new 1200 Sport, wrinkled his nose, and announced, "Just because they didn't make it a cruiser, doesn't mean they had to make it ugly... They should fire whoever styled that engine."
However, there are droves of people who demonstrate their respect for the Sportster family with their wallets, enough to make its sales the envy of any other motorcycle manufacturer. That situation will probably strengthen as Harley's new Sportster-only factory in Kansas City comes on line next year. And if Sportster Sport is a bit repetitive, it's also a great concept. No, it's not a sportbike, just a Sportster with some extra elan. It's the Harley that zigs.
Special cylinder heads with...
Special cylinder heads with dual spark plugs, stouter compression ratios, and different camshaft lobes contribute to the 1200 Sport's power gains compared with the regular Sportster 1200s, making it easy to identify the bike.
If you consider just its engine, the Sport constitutes quite a departure for Harley because the motor offers features not found in other Harley models. Harley's line has traditionally derived power from two basic engines -- big twin and Sportster. The latter was available in either 883 or 1200cc renditions, both of which have the same piston stroke with a half-inch wider bore in the 1200. Other changes, such as gearing, were minor. All the models in Harley's line got one of the three engines, and the 1200 also went to Buell to power its American-made sportbikes. The latter application, where horsepower was an issue, led to a series of power-boosting enhancements. For '98, some of that technology has been applied to the 1200 engine in the Sportster Sport.
Though the chassis is the same as those used in 1200S models for the last two years, you can immediately identify a '98 Sport because of its two-spark-plugs-per-cylinder heads and the unique finishes chosen for the engine. The gray spark leads of the dual-plug system are just the tip of the ignition system iceberg. The entire system is new. Four-pole coils get precise instructions from a black box which considers information from an intake-manifold-pressure sensor and "six-blip" rotor cup to map precise ignition timing for any given load and rpm combination. There is also a diagnostics hook-up to assist Harley technicians with troubleshooting.
A unique, slightly dull, silver...
A unique, slightly dull, silver powder-coat finish on parts of the engine gives a sandblasted, unpolished look while providing a barrier against the elements. The air cleaner insert and timing cover get an engine-turn treatment.
In addition to the high-tech electronics, the Sportster S benefits from a point more compression (a 10.0:1 ratio instead of the standard 1200's 9.0:1), less restrictive mufflers, and special camshaft profiles. Harley says that the changes boost the 1200's torque by an average of 15 percent throughout the range and almost 10 percent (78 versus 71 foot-pounds) at 4000 rpm. All '98 Sportsters have a more efficient oil pump to improve scavenging from the dry sump. Running the quarter-mile in 13.39 seconds at 95.2, the Sport is, by a slim margin, the quickest Harley in recent memory, even outrunning the light 1200 Custom. The Sport also feels stronger and slightly more responsive at all rpm, and is most improved at the normal operating rpm. You can feed it full throttle at 2000 rpm without lugging, and it will pull to 6000 rpm. However, the engine's mechanical capabilities limit high-rpm operation less than the rider's tolerance for vibration. By 4000 rpm, the shaking, particularly through the short handlebar, is pretty uncomfortable. On the road, you're massaged with a low-frequency shake of moderate amplitude at 55 mph, but the speed and power of the vibration begin to infringe on comfort by 65 mph and make it downright unpleasant by 75 mph.
The riding position is also unique. With its narrow, low-rise handlebar and footpegs set at the height of a sportbike but further forward, the rider's posture doesn't fall into any typical categories. Though shorter riders felt it worked, taller riders felt "kind of curled up," particularly in the leg area. Most said they wanted the pegs lower or further rearward. The special saddle does afford a bit more room than the last 883 Sporty we sampled. Though narrow and not endowed with lots of padding, the saddle is acceptable for a couple of hours without a pause.
The shocks provide a full...
The shocks provide a full adjustability.
The gearbox on this bike impressed us. Gear changes were smoother and quieter than those of any Harley we have ever tested, and good by any standard. The throw is short and engagement positive. We made some sloppy lever movements and expected to find neutral when we released the clutch. Not so. The gearbox had firmly meshed in the next ratio. The clutch also performed well.
The "Sport" aspect of the bike derives not only from the enhanced engine performance and riding position, but also from the suspension and brakes. Besides the usual adjustment for spring preload at the rear, the 1200S offers adjustments for spring preload up front and damping resistance at both ends, both for compression and extension. The piggyback-style reservoir shocks and 39mm cartridge fork are same ones used on previous XL Sports. On smooth roads, it's possible to set up the suspension to minimize pitching movements when you apply and remove cornering and braking loads. With damping resistance turned up, the Sport becomes very stable while charging corners. Combined with steering geometry that's designed for stability and slow, deliberate steering, this makes the bike ultra-steady in smooth corners, even very fast ones. However, we couldn't find a setting that provided a smooth ride over sharp-edged bumps or big bumps. Dialing back the damping resistance helped, but with limited travel it simply can't handle every road irregularity with aplomb.
You don't snap a Sportster into corners as you can on a true sportbike. Rather you ride even, graceful arcs through bends. Though making it turn at speed required a bit more effort than it would have with a wider handlebar or less stable geometry, the 1200S steers easily at moderate speeds and even at a walk. If attacking corners is part of the plan, the Sportster offers better cornering clearance than most cruisers.
The brakes get Harley's usual single-piston calipers, but there are two up front, and a strong squeeze can generate impressive deceleration, at least by cruiser standards. You can use either end's brakes confidently without fear of unwanted lock-up.
A number of styling devices help the Sport stand out in any Harley showroom. Though the Sport's '98 color palette is limited to black, the blacked-out treatment extends to many unique corners, including the mirrors, headlight eyebrow, handlebar, and rear fender rails. The engine has a variety of complementary finishes that also make it distinctive. Not everyone who saw it liked it, but others thoroughly appreciated the engine's aesthetics, which extend to the air cleaner panel. The racing-style saddle and checkered-flag tank logo distinguish the Sport from any other machine. Though the vibration would make us reluctant to choose it for long-distance rides, Harley Sportster 1200 Sport provides more punch around town than other H-Ds and can provide hours of pleasure on winding roads. Its distinctive styling makes it a natural choice for riders who like the brand but don't want a me-too Harley cruiser.