On the right track - we drove the 2020 Harley-Davidson
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No, I didn’t get sick, I don’t have bird flu and, despite the fact that I’ll put the fourth cross on my back at any moment, the taste is still the same. I admit, however, that about fourteen years ago, when I ventured into the world of motorcycles, I looked at non-standard motorcycles and heavy cruisers with great disdain. It was then that I once managed to drive a few miles with one of the Harleys, I don't remember which one, except that he came from the Softail family. I must write that at that time I was neither thrilled nor too disappointed. Namely, all my life I was surrounded by old-timers, watching my father's work, so long walks and "boxing" in the gearbox, vibrations, modest performance, breakage in corners, twisting on longitudinal irregularities and conditionally working brakes did not bother me. too much. I am not exaggerating, read the old notes of fellow journalists.
Then I came to the conclusion that Harley-Davidson sells "lifestyle"', and add a device, or rather, a mass of chrome and leather in the form of a motorcycle. For America.
If I plunge into the present for a moment, then of all that has been written, only that which concerns the "way of life" will be correct. Everything else is more than much more, made and adapted to the taste and taste of the European buyer... So I can safely write that, at least with regard to modern HD, any prejudice is primarily associated with an empty wallet. Or a self-crisis so as not to seem too old or, "God forbid," too slow. Harley-Davidson isn't for everyone.
Reality and HD - a problem and a springboard at the same time
It is no coincidence that we associate the HD brand with masculinity, determination, arrogance and similar macho superlatives. Since the end of the XNUMXs, the production of films and advertising has convinced us that the motorcycle, and especially the HD, is the only real object to fulfill the dream of freedom and rebellious spirit.
But there has been globalization, the need for political correctness, the need to protect the environment and the absolute contradiction of modern man compared to the apostates from films and TV series, maybe even compared to our fathers, if we focus a little more on local conditions. Electric skateboards, big headphones, weird hairstyles and belief that the motorcycle is more of a problem than a solutiondespite the abundance of money, one way or another affects the mood of buyers, which HD, especially the personification of masculinity, is even more felt. The motorcycle population is aging because this population does not have an excessive need to change the motorcycle too often, which, at least at first glance, does not bring much new. But with HD, as said, they don't give up, so in addition to constantly looking for new strategies and spaces to work with (smaller displacement models, electric LiveWire), they have also made tremendous progress over the past fifteen years in the area of their standard offer.
The future is also to the taste of the European buyer
»Other roads to Harley-Davidson» reads their slogan, and those of you who are at least a little bit into a motorcycle should know what it is about. HD wants to fit youth with a three-quarter model streethipster with electric model Live WireAmericans with a number of classic versions, and European customers have been treated to "street fighter" for a good year. Bronx and enduro travel Pan America... It is the last two that, after several unsuccessful attempts to conquer Europe, should make the much-desired breakthrough on the land of the old continent. In HD, they are aware of the fact that they can no longer build their future on classic motorcycles or their derivatives. Not every one of their endeavors also has commercial success, but below the line they are right in HD, at the top among those most future-oriented.
But if we leave (hopefully) the immediate future aside and return to the present, we cannot ignore the fact that HD has done this over the past 15 years through some strategic moves that at first seemed pointless in an area where it hadn't shone before. , he took a big step forward. He made sure that even the most demanding European buyers have virtually no reason or reason to continue to attribute to HD the characteristics that have been inherent in their bikes over the years.
With short brand ownership MV Agusta they gained some knowledge in the field of cycling, with the help of Porsche (V-Rods) have learned to squeeze more power, more torque and better performance from their imposing engines, entrusting a stop to prestigious European specialists (Brembo), and giving models with sporty overtones perfectly worthy suspension packages.
All of the above, of course, are strong enough arguments for us to respond to the invitation of the Slovenian importer and as part of the HD promo tour across Europe, spent the day on their bikes of our choice.
The HD brand currently offers over twenty models and almost as many versions, so it wasn't easy to pick four as many as our current editorial team was able to travel that day.
We chose
In all fairness, the final decision, despite prior agreement by email, was made shortly before we were in front of the importer's yard at the mine and in front of an almost full fleet of polished Harley-Davidson motorcycles. It's amazing how diverse the offer really is and how similar some models are to each other, even if some of the similar ones do not have the same technical background at all. There is no doubt that HD's "zero" sentence is only mastered by the true fan.
We chose mainly with our eyes, a little heart and a little mind. We wanted to try something a little more athletic, not least because HD loves to brag that this is also an area that they (of course in class) are good at. Considering that FXDR was not available for advertising purposes, we chose Bold boba 107. Otherwise with "this small" engine but with a USD fork and a flat "balance" - that should be it.
Since he is the newest member of the Softail family, and also new this year, boss Peter also decided to come with us. Low Ryder S.
Our eyes have chosen Road King Speciala... Wine red, no chrome, large front wheel. Factory custom bike, no manufacturing defects or kitsch. In addition, he was highly praised by Ana, the archenemy of Harley. And since in our newsroom we like to look behind the skirt, we agreed that at the end of the working day, the woman should always have the main word.
Of course, the day with HD wouldn't be perfect if we hadn't blown up a bit, so we chose another eventful one. Special road slip... You know, the sound system, this big fixed mask, and other "look at me" tricks.
The only thing that was common to all the elect were rear-view mirrors.
HD Road Glide Special
Road Glide, Street Glide ... As I said, in HD the differences are hidden in the details, but only the mask is different between them. While the Street Glide is equipped with the famous small "bat wing", the Road Glide is equipped with a fixed large mask. He hides in it Boom! Box an audio system, which, in addition to a powerful sound system, is equipped with a TFT color display and an infotainment system. There are also side housings, heated grips, and the RDRS system, which is essentially a combination of ABS and anti-skid systems.
It was the anti-skid system that turned out to be indispensable on this motorcycle with the torque of the truck. The rear wheel, especially when exiting a corner at low speeds, would like to increase the turning radius without intelligent electronic assistance. ABS works great at higher speeds, but it should be noted that the dosing of the braking force with the slightly stiffer lever is very accurate, so ABS should be activated very, very rarely during normal driving. Speaking of brakes, this Harley is slowing down! And this is very decisive. We have to get used to the fact that immediately after pressing the brake lever, the suspension sags to about half of its travel, and I do not comment on the bite force of the brake pad.
But the Road Glide Special can't hide the masseswhich is brought to the fore by the generous radiator grille. Namely, it weighs almost 30 kilograms with all accessories. Nothing problematic when driving, turning in a semicircle, or maneuvering in place, but taming the steering wheel sags even a chubby grandfather's back. More embarrassing than the other way around.
Engine: 1.868 cc, two-cylinder, air-cooled
Maximum power. 68 kW (93 hp) at 5.020 rpm
Maximum torque: Nm rpm. 155 Nm at 3.000 rpm
Transmission: 6-speed gearbox,
Seat height from ground: 695 mm
Fuel tank: 22,7 liters
Weight: 388 kg
HD Road King Special
A close look at the photos will reveal that the Road King Special is actually a stripped-down Road Glide Special. The only difference is the grille and headlight. So there is no room in front of the driver for an extensive information center. and two large speed and revs meters, so all the information gauges needed for the driver have been moved to the fuel tank. While at first glance they seem a little humble and undernourished in terms of information, on a very small LCD screen, when you press the right button, a whole bunch of data is displayed in one direction.
The Road King's lack of a bountiful mask, on the other hand, is also an advantage, as it is alleviated by the 30kg weight, which is especially noticeable when driving slowly, cornering and maneuvering in place. Make no mistake, we are still talking about a bulky bike, and the front fork, which is relatively flat, does not contribute to lightness, so, especially in sharp turns, the handlebars closes noticeably. This is unpleasant if you are driving for the first time, but I still had the feeling that over time I will get used to catch that moment of breakdown, when the steering wheel closes by itself, and the discomfort will thus completely disappear.
If the Road King is still a bit bulky in place, it doesn't even happen while driving. It moves very smoothly from corner to corner, and the bike falls steadily on inclines, I credit the wide handlebars that respond to light steering inputs. So no compulsion, as fast and decisive as I am, can, in my opinion, stop even a tiny lady with certain knowledge and experience.
Moreover, the one who will ride in the group for the Road King will not be able to get rid of the feeling that he side housing that slopes down to the tailpipe at the back, at every step because of the impact on the ground, shattered to pieces. But that won't happen. The rear of the Road King, although very close to the ground, will not touch the ground in front of the sidestand. While the reported slope depth data is not entirely encouraging, I calmly write that the Road King easily follows the more dynamic pace of the group of motorcyclists.
Gear ratios make a lot of sense (sixth gear is practically “overdrive”) as traction from the rear wheel is never too little, despite the 114 Millwaukee-Eight block not representing peak speed. HD offer.
Engine: 1.868 cc, two-cylinder, air-cooled
Maximum power. 68 kW (93 hp) at 5.020 rpm
Maximum torque: Nm rpm. 155 Nm at 3.000 rpm
Transmission: 6-speed gearbox,
Seat height from ground: 695 mm
Fuel tank: 22,7 liters
Weight: 365 kg
HD Low rider S
As a rookie this season, the Low Rider S is also one I don't know from, despite having a Fat Bob model also in the group, expecting the most sporting prowess. For the first time due Millwaukee-Eight 114 generator, secondly, because of its significantly lighter weight than others, and, equally important, because it has the letter "S". The acronyms S, R, RS and the like represent a slightly more sporty connotation in my opinion, although it is clear to me that I should not expect sporty driving performance from a motorcycle of this design. Well in Low Rider abbreviation S means that the steering wheel is slightly taller, the headlight is surrounded by a mask, the rims are painted gold and the chrome elements in the standard model are painted matt black in the Su.
Of course, there are differences in the mechanics. Instead of the classic front fork, the Low Rider S features a USD type fork that is set at 30 degrees instead of 28 degrees. The result is a shorter wheelbase, less tendency to close the steering wheel and, as a result, more fun to corner. Instead of the standard single disc brake, there is also a double disc brake and a more powerful motor. Milwaukee Aite 114. Instead of 86 "horses", it caters to the driver with a much more specific 93 "horses", which in practice, more than the sensation of acceleration, leads mainly to anxiety in the rear.
Despite the fact that the factory claims a maximum slope of 33,1 degrees, there are fears that there will be a spark behind you at every turn. This is the highest value in the Softail family, and given that the Low Rider S belongs to the group of cruisers, we won't teach the false belief that this particular bike is one of those cruisers with the most sporty spirit.
It doesn't seem good to me to be with Low rider S when driving on motorways, he is most attracted by winding roads and regional roads. The engine itself is capable of maintaining speed at relatively low speeds, even well above highway limits, but nothing else contributes to highway boredom. Because of the low seat, at least I, whose height is 187 centimeters, almost squat on the motorcycle, so after a few kilometers some movement in the seat became a necessity. Back plate, ass after home, takes on most of the load, so the tingling is what accompanies it. Also, the fact that the small mask, while cute, doesn't help swirl air more favorably around the driver's head also detracts from the highway. Squatting in the seat and strong winds just do not fit the boundaries of reasonable coexistence.
Don't get me wrong, the ergonomics of this bike are not bad at all. Almost fully extended arms and legs rather bent at the knees, this has not been confirmed on paper, but the point is, it's all pretty well calculatedso that the driver does not feel tension while driving, I would say that he is relaxed. So, keep an eye out for regional as much as you like.
Engine: 1.868 cc, two-cylinder, air-cooled
Maximum power. 68 kW (93 hp) at 5.020 rpm
Maximum torque: Nm rpm. 155 Nm at 3.000 rpm
Transmission: 6-speed gearbox,
Seat height from ground: 690 mm
Fuel tank: 18,9 liters
Weight: 308 kg
HD Fat Bob
Although I have ridden this model for at least miles, I dare say it is unwise to ignore this model. Namely noIf you are looking for a comfortable, imposing and at the same time a little sporty Harley-Davidson, you could be making a big mistake if you just cross this off your wish list.
Of these four, Fat Bob was the only one who had a "little" MIllwaukee-Eight 107 total. It is clear, therefore, that most of all I focused mainly on the temperament of the unit, but I still did not miss some of the details that made me understand that this, despite the engine, is HD for real grandfathers.
If I start with the engine, I can say a few words about numbers first. Millwaukee-Eight 107, 1.746 cubic inches, 83 horsepower, 145 Nm of torque at 3.000 rpm. Of course, these are not the most impressive indicators in the class, but they are not modest either. But more than the driest numbers, it's me Fat Bob surprised with his feelings. Exactly in the middle rev range, that is, between 2.300 and 3.500 rpm, the engine reports that it is very smooth and at the same time very decisive. It is very responsive to throttle and therefore requires even more feel than the more powerful and larger block 114. If you choose to drive it too low (below 1.500), you will have to rely on some twitching and anxiety. but on the other hand, you don't get much if you spin it to the limit. Since the balance shafts were installed on HD engines, some disturbing vibrations have almost disappeared, but the speed above 3.000 rpm will be reduced. some of that healthy tremor ended up in my hands anyway, which suggests that the driver is sitting over a thoroughbred American classic.
If you are a fan of steep and sharp serpentines, Fat Bob may disappoint you a little. Sharper and slower serpentines, frame and chassis are painted with open, moderately fast corners. Care should be taken when accelerating in corners, as Fat Bob tends to calm down very quickly in no time, so it takes quite a lot of pressure to get a good 300kg of weight back in the acceleration phase to the desired incline and then all together. It drives safely through the bend.
Despite the balloon tires, to which in general and regardless of the brand of motorcycle and tires I can not completely trust, Fat Bob surprised me with its durability and stability. Well, in some places he is worried about some longitudinal irregularities, but the driver quickly realizes that he is lying not only in sharp accelerations and hard braking. leisurely, dynamic and smooth driving, in which the engine brakes instead of brakes, and everything happens smoothly and calmly.
Engine: 1.868 cc, two-cylinder, air-cooled
Maximum power. 61 kW (83 hp) at 5.020 rpm
Maximum torque: Nm rpm. 145 Nm at 3.000 rpm
Transmission: 6-speed gearbox,
Seat height from ground: 710 mm
Fuel tank: 13,6 liters
Weight: 306 kg
