Driving report Harley-Davidson FXDX Dyna Super Glide Sport

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Driving report Harley-Davidson FXDX Dyna Super Glide Sport

Everything remains different

Now it happened! No more talk of “good vibrations”. The revised Super Glide Sport: That’s the discussion about rebound damping and spring preload. Or not?

Harley-Davidson: for some the only edifying way to get around on two wheels, for others just as meaningful as alcohol-free beer . That’s how it is ?? and it will always stay that way. At least, if you believe the dogmatists here and there.
That Harley, of all people, competes in the right motorcycles ?? the 1200cc engine of the Sportster Sport runs in hardcore circles at most under snap-glass class ?? Building a bridge between the two parties is gratifying. Mainly because at least in the recent past, self-imposed abstinence in terms of driving dynamics has been a good deal.
It remains, of course, even if the Dyna Super Glide Sport, which has been thoroughly revised for the 2000 model year, comes up with goodies that, viewed in isolation, clearly go in the direction of high-tech suspension. Still weighing a whopping 300 kilograms, a fully adjustable fork and two spring struts with adjustable spring base and rebound damping now connect the sprung and unsprung masses. The fact that the fork and suspension struts also have progressively wound springs, and that the rear is even dampened with gas pressure support, shows the direction and is underlined again by the new four-piston fixed caliper brakes at the front and rear. Dyna goes sportwards.
To underline this claim, there is a 150 tire at the rear instead of the previous 130. In return, the timing belt has become narrower, but thanks to the use of carbon fiber it is also more stable.
Will that be enough to turn a Harley into an athlete? Certainly not. Shouldn’t either. Harley speaks of »Sport Custom« and, in addition to its traditional clientele, would also like to address experienced drivers from other brands. That is why the Estoril racetrack is left behind on the first drive in sunny Portugal. Country roads of all kinds beckon.
So pulled the choke between the two cylinders, pushing the button? and there they are again, the vibrations. Obviously, the twin shakes between the legs, which in the Dyna series does not have the balance shafts of the B version of the Twin Cam 88 engine. Apparently decoupled from the periphery because the engine is suspended in rubber mounts. But only apparently. The vibrations are always noticeable. Just like the gearbox. A bang, the first one sits. The Milwaukee twin stomps off. 68 hp from almost 1,500 cubic centimeters: from 1,500 rpm it works smoothly and smoothly. If need be, right up to the red zone at 5500 rpm. Theoretically. In practice, the left foot does not develop hectic on its way to the last gear, but it does develop a dynamic that combines perfectly with the basic character of the Dyna Glide Sport and absorbs the whole driver in no time. Sports ?? at Harley this is not the last groove. Sport is when, even at a brisk pace, road construction conditions such as uneven road surfaces, bends, but also kilometer-long straights do not permanently interfere with driving pleasure.
The revamped Sport Dyna fulfills this requirement quite convincingly. The new fork shines with its fine response behavior, without having to use harder braking maneuvers ?? and the four-piston calipers at the front and rear are quite capable of doing this? diving unduly far or even walking on the block. The suspension struts are designed to be a little harder, but the same applies here: reserves are always available. The pleasure is actually only limited by the slight lean angle. On the right the footrest touches down, on the left the footrest and lower silencer quickly seek contact with the road and signal: That‘s enough, that was too brash.
Or not? Because the qualities of the Harley go beyond its ground clearance, the moment of truth strikes now. The rear springs are easily pre-tensioned using a hook wrench and the rebound damping is almost turned off. The same applies to the damping of the fork. Result: The Dyna feels much tighter, touches down later and is easier to handle. Can be thrown from one inclined position to the next with great ease, pushes calmly out of the corners, is just fun. However, it could be even higher if the hand force on the brake lever were less. Or if the effective rear brake could be better metered. Their lever is so high that the foot has to be taken off the notch and so? practically floating? fine motor demands are no longer sufficient. And another small drawback: even the sportiest Dyna swings a little in fast corners. Despite new spring elements.
D.Even these peculiarities can be seen in her. Just like the ignition lock under the seat, the separate steering lock or the side stand that is still not easily accessible despite being redesigned. Because even if a lot is different about the Dyna, everything stays different. Harley stays true to itself.

Technical data – HARLEY – DAVIDSON Dyna Super Glide Sport

Engine: Air-cooled two-cylinder four-stroke 45-degree V-engine, transverse crankshaft, two underlying, chain-driven camshafts, two valves per cylinder, hydraulic valve lifters, rocker arms, dry sump lubrication, a Keihin constant pressure carburetor, Ø 40 mm, contactless transistor ignition, uncontrolled catalytic converter, E-starter, three-phase alternator 416 W, battery 12 V / 20 Ah. Bore x stroke 95.3 x 101.6 mm, displacement 1449 cm³, compression ratio 8.8: 1, rated output 50 kW (68 PS) at 5500 rpm, max. Torque 106 Nm (10.8 kpm) at 2900 rpm Power transmission: primary drive via duplex chain, mechanically operated multi-disc oil bath clutch, five-speed gearbox, toothed belt, secondary ratio 70:32. and compression damping, two-arm swing arm made of steel profiles, two spring struts, adjustable spring base, rebound damping, double disc brake at the front, four-piston calipers, Ø 292 mm, rear disc brake, four-piston caliper, Ø 292 mm. Spoked wheels 2.15 x 19; 3.00 x 16 tires 100/90 H 19; 150/80 B 16 Chassis data: wheelbase 1607 mm, steering head angle 62 °, caster 104 mm, spring deflection f / h 175/78 mm. Dimensions and weights L / W / H 2325/940/1200 mmSeat height 685 mmTurning circle mmWeight fully fueled 300 kg Permissible total weight 492 kg Payload 192 kgWheel load distribution v / h 45/55% tank capacity / reserve 18.6 / 1.9 liters Guarantee one year with unlimited mileageColors black, blue metallic, silver metallic, orange metallic, redPerformance variants 34 PS (25 kW) Price including VAT 27,200 marks

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