Harley-Davidson Big Twin Evolution

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Harley-Davidson Big Twin Evolution

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Harley-Davidson Big Twin Evolution

Harley’s youngest Big Twin, already 13 years old, shines in constant splendor. Bargain hunters shine less when it comes to prices, even for older Evolution models.

Peter Limmert

11/14/1996

The best thing about the old lady should be her image «, even the much younger competition has to admit the phenomenon of popularity without envy. The old lady, sprightly than ever, is called Harley-Davidson, is marching undaunted into the 94th year of life and is the only major motorcycle manufacturer in the USA. Even their most persistent critics cannot avoid admitting in unison that the Harley Company in Milwaukee has always understood how to make a two-wheeler alternative that is desirable for many bikers with few changes to do with just one engine. The large Evolution engine with 1340 cm3 has been fueling three model series since the end of 1983, the FLH series, with the Electra Glide as a huge, disguised touring flagship. The less expansive FXR series, with the Low Rider and the Super – and Sport Glide responsible for touring sports. And the FXST series, whose rigid-frame Softail is the most popular way to drive a brand-new classic car. As the successor to the Shovelhead engine, the cylinders on the Evolution engine are made of light alloy instead of gray cast iron as before. The Evo engine was also given a different shape of the combustion chamber due to stricter emissions regulations and less knock-resistant fuels. On top of that, the maintenance-free hydraulic valve lifters moved closer together and the electronic ignition system variably regulates the advance ignition in two stages. Together with various other changes, the Evolution engine is more stable, more economical in terms of combustion and lighter than its predecessor. In order to avoid any cylinder misalignment, the powerful crankshaft carries a fork connecting rod on the individual crank pin. In 1984, the first year of production, the conical ends of the pin were only screwed to the crank webs. The Low Glide promptly stopped in the endurance test (MOTORRAD 9/1985) with a crankshaft damage in Italy. From 1985 onwards, the stump and cheek were made in one piece. The first two models with the new engine, the Softail FXST and the Sport Glide FXRT, still had a dry clutch for the year of construction 1984, which the next year came from a unit running in oil Disc spring was replaced. Effect: easier coupling and more precise shifting. From 1985 all big block models had five gears instead of the previous four and a toothed belt as a secondary drive – both of which were anticipations of stricter noise regulations. On top of that, a toothed belt lasts at least three times as long as a conventional chain set. From 1990, all engines in the more than 30 different models were also given a Keihin equilibrium gas factory instead of the throttle valve carburetor for even better response. With many small changes, the complete list of which would go beyond the scope here, Harley is now offering in the touring family the models Road King, Electra Glide Standard, Classic and Ultra Classic, with the exception of the standard, all models from 1996 onwards as carburettor and injection versions. With the introduction of the Sturgis in 1991, Harley started for the previous FXR series, i.e. the Wide, Super and Sport Glide models as well as the Low Rider a new era. For the first time, the company used a computer-calculated construction of the frame and suspension, space-saving and with fewer components than the old FXR frame. It has a strong, box-shaped spine profile and is now used under the acronym FXD on the Super and Wide Glide, the Dyna Glide Convertible and the Dyna Glide Low Rider. The Dyna Glide models are easy to recognize by the lack of an ugly interference pipe between the two manifolds, which now runs inconspicuously along the lower frame tube. The third model line with a big block engine is the Softail. From 1984 the new FXST flirted with the good old rigid rear wheel guide without suspension. Harley had spontaneously taken over the invention of a freelance engineer who had designed a triangular swing arm that looks like a rigid frame structure. Two long gas pressure shock absorbers are hidden inside the frame tubes under the gearbox flanged to the engine. Softail Custom, Springer, Heritage Classic, Fat and Bad Boy are the most popular models within the entire Harley family in Germany. The Evolution engine has become reliable compared to its predecessor. However, the lack of interaction between the controller and the alternator is often criticized. Despite various changes, the tricky connection sometimes shakes itself loose in the long run, which also affects the service life of the battery. Clear criticism is also repeatedly voiced of the braking performance of the FLH and FXR models, to which the US company never paid any real attention despite mainly European lawsuits indulge. Consequence; The German versions lost up to 20 hp compared to the US original up to and including 1994. As a result, fifth gear turned out to be far too long for this performance. With the result that the top speed with pillion sank to driving license A1 level. Harley was very reluctant to take care of that, too, with the result that many Evolution drivers in imitation of the US original give their engine unmistakable air again. On the used market, despite a total of 17,000 Big Twins sold and another unreported number of parts imported directly from the USA, the price situation for used buyers is still unsatisfactory. Despite the sensational price reduction by Harley in September 1996 – for individual models by almost 2000 Mark – will apply: Even for ten-year-old models, hardly anything goes below 17 to 18,000 marks, not even with the Super Glide entry-level model. Newer Dyna Glides from ‘93 should level off around 25,000 marks, the Electras even higher.

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