Driving report Harley-Davidson Dyna Super Glide T-Sport

Posted on by admin

Menus

Driving report Harley-Davidson Dyna Super Glide T-Sport

Hot iron

Harley-Davidson goes sport touring and dares to build a bridge between competitive and long-distance equipment with the disguised, pannier-equipped travel offshoot of the Dyna Super Glide Sport.

Multi-adjustable spring elements, adjustable windscreen, soft bags with variable volume and integrated straps: Features that you would expect from Japanese or European tour professionals rather than cast-iron monuments from Milwaukee. Rethinking is the order of the day. Harley-Davidson shows its heart for the European clientele and offers travel enthusiasts a comparatively sporty alternative based on the Dyna Super Glide Sport in addition to mighty asphalt battleships such as the Road King or Electra Glide. A clever plan, after all, in terms of sales, the latter is the first in the Dyna Glide range in Europe.
What is not too surprising is that the chassis geometry of the T-Sport with a 62 degree steering head angle ensures maneuverability suitable for Europe? at least in view of the lush 310 kilograms curb weight. With a light hand, the comfortably tuned long-distance runner can be guided through the country from the tight saddle. Even in the face of challenging cornering paradises, horse and rider do not have to surrender, as the first driving impressions around Mount Etna in Sicily prove. The tourer, referred to in the company’s own diction as FXDXT, swings precisely towards the summit on non-slip asphalt. Only later do footrests scrape over the road surface and shortly afterwards the elbow of the »staggered shorty duals«. If you really need it, you can delay the contact time further by increasing the spring base on the 39 cartridge fork and the two struts. Chassis tinkerers can also experiment with compression and rebound levels on the forehand. The rear gas pressure shock absorbers can only be adjusted in the rebound stage.
Power? The Twin Cam 88 delivers 68 hp via a toothed belt to the 130 rear tire. Vibrations? Yes, because despite the lavish rubber mountings, the 1449 cubic V2, which is fed by the 40 mm constant pressure carburetor, sends significant vibrations towards the crew, depending on the engine speed. In contrast to the Twin Cam 88B, the T-Sport drive does not have balancer shafts. Motorway travel speed means 3000 to 4000 revolutions in the last gear of the loud, metallic five-speed box and an almost perfect absorption of the vibrations of the thick drive unit by the rubber buffers.
Gone are the jokes about flying between the teeth of jet-helmeted pilots at T-Sport. Don’t worry, you haven’t lost your smile, but the windshield takes its job seriously and offers tangible resistance to elements and insects. Up to about 140 km / h, there is a feel-good atmosphere behind the transparent plate that can be adjusted using a rotary knob. However, higher speeds take a toll in the form of turbulence and a swelling background noise. In addition, the four-piston fixed calipers at the front finally show that they do not belong to the category of snappy two-finger stoppers, but rather require hearty access. The rear brake is more willing to work and reacts spontaneously to light steps.
D.T-Sport avoids access by dubious subjects by means of the standard immobilizer with remote control, which can be expanded with an alarm system and a radio-controlled alarm detector. But traditionalists can still enjoy the separate ignition and steering lock? in the spirit of the Harley’s balancing act between classic and modern.

Leave a Reply

Your email address will not be published. Required fields are marked *