Because of the added weight of the new bikes, the additional power does not translate into major performance improvements on the road, so we were most interested in riding the new 1200s with their greater power gains, and they are the focus of this test. (You can read our impressions of the 883 on our Web site at www.motorcyclecruiser.com/roadtests/HD04FirstRide/.) Even if the power-to-weight difference between the new and old models is not immense, you do go faster because you can rev the engine without penalty. The engine feels a bit more willing, and the vibration is vastly lessened, so you aren't punished. Both rider and bike feel more relaxed when blasting away from a light or accelerating between corners. There are some conditions -- about 4500 rpm under a light load -- when vibration is still apparent, but you have to be going pretty fast (more than 85 mph) for it to intrude at a steady speed in top gear.
The new frame uses three stabilizing...
The new frame uses three stabilizing links with rubber inserts to position the engine on vibration-isolating mounts.
With vibration blocked, the rider has an opportunity to appreciate the pleasant characteristics of the Sportster 1200 engine. Throttle response remains linear, with little abruptness if you get ham-handed. The drivetrain has no lash, and minor refinements have made shifting smoother, lighter and quieter. The clutch is still a bit heavy to pull (the 883's clutch effort has been lightened, though), but engages predictably and smoothly. We used to twist the throttle to prime the engine with the throttle pump for cold starting, but that no longer seems to be effective. The new engine just wants choke, and is fairly cold-blooded, requiring several minutes before it will run smoothly. If you take the choke off before that, it will often stumble as you open the throttle. Even when warm, it likes to have its throat cleared (by revving it once) after idling, or it will sometimes cough as you apply throttle and clutch. The rpm limit is no longer set by how hard you can stand to get shaken, but rather by the engine itself. Rev it too high (easier with the Custom, which lacks a tachometer) and you will encounter the rev limiter, which gradually deprives you of power.
The Sportster, even as a 1200, is well past its days as a superbike, but operating up near that point is much more fun than it used to be. You can exploit its wide range of power, which starts at about 2000 rpm and extends almost to the 6000-rpm redline. It will pass other vehicles respectably even in top gear, but downshifting no longer carries a big vibration penalty, which greatly improves the bike's capability. Even though the numbers don't show a big performance gain, extracting that performance is a much more agreeable experience.
The steering-head lock is...
The steering-head lock is located just above the ignition lock. It is almost as convenient for the rider as a single combined lock.
Both 1200s are now smooth at normal highway speeds, and new, smaller handgrips make it easier to reach and cover the front brake and clutch levers (though we'd still like adjustable levers). However, the ergonomic experiences differ sharply. The Custom lets you sit almost straight-legged (depending on your inseam), with your feet forward, though the footpegs are not the stretch they used to be. The leg position helps you hold your position against strong braking forces, and is relaxing for many riders. The bars pull back more than previous Sportster Customs, so the position overall is less of a "clamshell" shape. The saddle is adequate, and better for most of us than the Roadster's perch, but you'll still want to change it if you plan extended rides. The big drawback of the Custom in terms of comfort is its limited rear suspension travel; big bumps connect pretty hard with the rider. With its pegs further rearward and a low-rise handlebar set right down on the top triple clamp, the Roadster's riding position is considerably different. Your legs are bent more, and most riders lean forward a bit to reach the grips. It is less awkward to stand when you roll over large bumps, though the added 1.7 inches of rear-suspension travel mean that bumps don't hit you so hard, and most pass without notice. The seat is a bit roomier, but not as well padded as the Custom's.
In terms of handling, the biggest difference is in cornering ground clearance. The longer-shocked, higher-riding Roadster has substantially more lean angle available. The Custom starts dragging -- rather firmly on the left -- at a much shallower angle than the Roadster. The Custom requires slightly less steering effort than the Roadster, presumably because of the front tire difference, but neither steers heavily or tries to straighten up hard under braking. Both are stable at speed in corners, though the Custom gets bounced around more in bumpy bends.
The oil cap lies flush with...
The oil cap lies flush with the curving cover. Push on it and it pops up and lets you turn it to pull it out.
Harley has adopted new silver-finished Nissin brake calipers for the Sportsters, which appear smaller, sleeker and lighter. Dual-piston calipers slow the front wheels, and a single piston brakes the rear, both with 11.5-inch rotors. Harley says, and we confirmed, that the new brakes offer reduced lever effort and a bit more initial bite. Obviously, with dual brakes on the front wheel, the Roadster has more power in a full-goose stop, and it has a bit more traction to deal with it. However, the Custom front brake performed admirably as well, and control was good on both.
Improved detailing and finishes make the Sportsters notably more handsome than their predecessors, according to our staff and many sidewalk styling critics. The bikes just look a bit more finished and elegant overall. Almost everywhere you look, whether at big pieces like the engine or small things like the petcock, the pieces appear cleaner. The graphics adopted for the Roadster's fuel tank (decals applied under enough clear coat to make them seem much smoother than those on many more expensive bikes) are reminiscent of racing logos used over the years.
Although they are readily identifiable as Sportsters, the new 1200s offer much different riding experiences than their predecessors. They have lost none of the attractions of previous generations (unless you really get off on vibration), and have become much more fun to ride, particularly for those who like to go long and hard. We expect them to be less troublesome than any of their hard-shaking predecessors as well. The downsides are a few more pounds and slightly higher prices. However, the price increases are likely to be softened by what we expect to be improved availability and perhaps even some competition for sales.
After all, the world has been waiting a long time for such simple wonders.
High Points
Smooth at last!
Better detailing
More powerLow Points
- More weight
- A bit more money
- Now everybody's going to want one
First Changes
- New saddle
- Tach for the Custom to better exploit the engine
- Better shocks for the Custom
Art Friedman: Sportsters have always had an individual style that I kind of liked, but despite that I never had much desire to ride them. It was just too uncomfortable and unpleasant, largely because of the vibration. With the vibration mostly vanquished, I suddenly not only like riding them, but I'd actually like to own a Roadster. I really enjoyed brisking it around some of my favorite mountain roads, and with a seat change, I'd enjoy traveling on it, too.
That's a major change from a bike that I generally tried to avoid to a place on the list of the five or six cruisers I'd consider buying.
Cherney: Doesn't seem that long ago I was rattling down Pacific Coast Highway aboard my 1990 H-D Sportster 1200, frame-mounted Evo mill in full shake, turn signals within a hair of vibrating off and fillings loosening.
Now the Sportster has been dragged into the 21st century, and I can rev it without fear of numbness (higher redline, thanks). Engine response is way livelier. Can't get excited about the still-stout clutch pull and slightly smoother gear engagement, but it's a start. The Sportster styling is recognizable, though I prefer the Roadster's more upright position to the Custom's feet-forward arrangement. The Roadster's dual discs also score points, but the Custom's wider tank encapsulates the sleek Sportster sensibility better. Make mine Custom.
Bottom line: Both are more fun to ride than ever. What's next...liquid cooling?
2004 Harley-Davidson Sportster 1200 Custom
Designation: XL 1200C
Suggested base price: $9425 ($9700 California), plus $185 shipping
Standard colors: Black
Extra-cost colors: Red, deep red, blue, deep blue, silver, white (add $180), blue/black, gold/black, red/silver, teal/silver (add $420)
Standard warranty: 24 months, unlimited miles
Recommended service interval: 5000 miles
ENGINE & DRIVETRAIN
Type: Air-cooled, 45-degree tandem V-twin
Valve arrangement: OHC, one intake valve, one exhaust valve operated by pushrods and hydraulic lifters
Displacement, bore x stroke: 1203cc, 88.85mm x 96.82mm
Compression ratio: 9.7:1
Carburetion: 1, 40mm CV
Lubrication: Dry sump, 3.6 quarts
Minimum fuel grade: 91 octane
Transmission: Wet clutch, five speeds
Final drive: Belt, 68/30
CHASSIS
Wet weight: 598 lbs./54% rear wheel
GVWR: 1000 lbs.
Seat height: 28.1 in.
Wheelbase: 60.4 in.
Overall length: 90.3 in.
Rake/trail: 30.1 degrees / 4.7 in.
Wheels: Wire-spoke, 2.15 x 21 front; cast, 3.0 x 16 rear
Front tire: MH90-21 Dunlop/Harley-Davidson D401F
Rear tire: 150/80B-16 Dunlop/Harley-Davidson D401
Front brake: Double-action, two-piston caliper, 11.5 in. disc
Rear brake: Single-action, one-piston caliper, 11.5 in. disc
Front suspension: 39mm stanchions, 5.6 in. travel
Rear suspension: Two dampers, 2.4 in. travel, adjustable for spring preload
Fuel capacity: 4.5 gal. (1.0 gal. reserve)
Handlebar width: 32.4 in., 1.0 in. diameter
ELECTRICAL & INSTRUMENTATION
Charging output: 250 watts
Battery: 12v, 12 AH, maintenance-free
Forward lighting: 5.5 in. 55/60-watt headlight, position lights
Taillight: Single bulb
Instruments: Speedometer, LCD odometer/dual tripmeter; warning lights for high beam, turn signals, neutral, oil pressure
PERFORMANCE
Fuel mileage: 34 to 51 mpg, 40.6 mpg average
Average range: 182 miles
RPM at 60 mph, top gear: 2800
200-yard, top-gear acceleration from 50 mph, terminal speed: 66.9 mph
Quarter-mile acceleration: 13.47 sec. @ 94.9 mph
2004 Harley-Davidson Sportster 1200 Roadster
Designation: XL 1200R
Suggested base price: $8495 ($8615 California), plus $185 shipping
Standard colors: Black
Extra-cost colors: Red, deep red, blue, silver, teal, gold, orange (add $180)
Standard warranty: 24 months, unlimited miles
Recommended service interval: 5000 miles
ENGINE & DRIVETRAIN
Type: Air-cooled, 45-degree tandem V-twin
Valve arrangement: OHC, one intake valve, one exhaust valve operated by pushrods and hydraulic lifters
Displacement, bore x stroke: 1203cc, 88.85mm x 96.82mm
Compression ratio: 9.7:1
Carburetion: 1, 40mm CV
Lubrication: Dry sump, 3.6 quarts
Minimum fuel grade: 91 octane
Transmission: Wet clutch, five speeds
Final drive: Belt, 68/30
CHASSIS
Wet weight: 593 lbs./53% rear wheel
GVWR: 1001 lbs.
Seat height: 29.9 in.
Wheelbase: 60.0 in.
Overall length: 90.1 in.
Rake/trail: 29.6 degrees / 4.6 in.
Wheels: Cast alloy, 2.15 x 19 front; 3.0 x 16 rear
Front tire: 100/90-19 Dunlop/Harley-Davidson D401F
Rear tire: 150/80B-16 Dunlop/Harley-Davidson D401
Front brake: Two, double-action, two-piston calipers, 11.5 in. discs
Rear brake: Single-action, one-piston caliper, 11.5 in. disc
Front suspension: 39mm stanchions, 5.6 in. travel
Rear suspension: Two dampers, 2.1 in. travel, adjustable for spring preload
Fuel capacity: 3.3 gal. (0.8 gal. reserve)
Handlebar width: 31.7 in., 1.0 in. diameter
ELECTRICAL & INSTRUMENTATION
Charging output: 250 watts
Battery: 12v, 12 AH, maintenance-free
Forward lighting: 5.5 in. 55/60-watt headlight, position lights
Taillight: Single bulb
Instruments: Speedometer, tachometer, LCD odometer/dual tripmeter; warning lights for high beam, turn signals, neutral, oil pressure
PERFORMANCE
Fuel mileage: 33 to 49 mpg, 39.4 mpg average
Average range: 130 miles
RPM at 60 mph, top gear: 2800
200-yard, top-gear acceleration from 50 mph, terminal speed: 66.6 mph
Quarter-mile acceleration: 13.43 sec. @ 95.2 mph