Driving reports Harley and Buell
· Harley and Buell celebrated their 1999 model range under the scorching Utah sun. Result: two brand new motorcycles and lots of hot air.
It was hell: around 50 degrees in the shade ?? Celsius mind you. Utah, like much of the United States, was hit by a relentless heat wave.
However, the US trade magazines ?? they celebrated the new Harley engine like the discovery of the New World itself: “Big news … Wow … A milestone in history …” We Teutons know that: Our child is called BMW. And the mother of such mysteries is called tradition. And you deserve respect. OK?
OK. Especially since the Twin Cam 88 turns out to be a largely new design on closer inspection. You can find more information about his inner sensitivities in the box on page 18. From now on the 68 hp V-Zwo will power all Electra and Dyna Glide models ?? in the flagships Ultra Classic and Road King Classic with injection instead of carburetors. However, it comes out the biggest as part of the Dyna Super Glide Sport ?? the only completely new 1999 Harley.
Already looks pretty customized from the outset: jet-black engine, stripped-down bench, sparse instruments. The double disc brake, the flat handlebars and a shortened caster take account of the additional designation “Sport”. The soft fork and the driving characteristics hold against it: Chopper. And that’s fine too.
And the twin cam? how is he going now? Well. Really good. Throws itself very differently than the Evolution engine, which will continue to keep the members of the Softail family busy. With a short stroke of 6.4 millimeters, it turns up more casually and develops real temperament from 3000 rpm. There is still no question of enormous pulling power, but at least the last gear can now be used with impunity from 1000 tours. Instead of stomping willlessly, a tough but jerk-free struggle for propulsion sets in.
Harley discovered running culture. No matter how hard the hard cores wind up with this description: it feels supple, the Twin Cam shows impeccable manners even in the highest speed regions, where the Evo-V2 vibrates nerve-wracking. Without missing character: The significant pulsation under the bottom was retained. And the sound ?? not bad.
No comparison, however, with the martial roar that the second US rookie released in the blistering heat of Utah. His name: X1. The corporeal person from the Buell modular system that has become metal. Absolutely strange. You’re used to a lot from Harley’s sister company, but that … The X1 makes every grim, black-smacked self-made streetfighter ridiculous.
It starts with the brutally styled tank, continues over the rigorously shaped front spoiler and is topped by the huge, bolted-on aluminum rear. Not to mention already known anarchist structures, such as exhaust and strut relocation. The central organ of this radical milieu: the Thunderstorm engine. In its first life a good 1200 Sportster V2, today a powerful, 90 PS strong muscle package, which was not spiced up with additional anabolic steroids but with injection in the course of the 1999 model update.
Buell also relied on stable values when the framework conditions changed. So the mesh tube was widened, a fourth motor mount was attached, a massive aluminum swing arm was installed, the rear manifold was relocated so that there were no longer any grilled lower legs, and the whole thing was crowned with a comfortable bench. Anyone who has ever been on a Buell will appreciate these modifications. It’s good that they are to be given to the entire model range. Except for the S1, which is no longer in production and is being replaced by the X1.
GDefinitely not a bad idea. Because overall, the X1 should be the better motorcycle. Not because of the injection. Emotionally, it gives the powerful, still inspiring two-valve engine nothing more than a harder response. The new Showa spring elements are also tough. Otherwise, however, the chassis is less capricious than before, appears more compact, more torsion-resistant and easier to handle. Maybe already hyper agile? as far as one can say that after a relatively curve-free test drive at almost 50 degrees in the shade and speed limits around freezing point.
The Twin Cam 88 – Harley-Davidson Dyna Super Glide Sport
“Of course we know how to build a modern engine. But that’s not what our customers want. And we don’t want that either, ”says Bob Kobylarz, head of engine development at Harley-Davidson. “Anything other than an air-cooled 45-degree V2 was out of the question for us.” Evolution instead of revolution was the motto under which the Twin Cam 88 was created. It has only 18 parts in common with the Evo engine introduced in 1985. Primary feature: two camshafts instead of one ?? hence the name Twin Cam. The addition 88 denotes the increase in displacement from 1338 to 1449 cm³ (88 cubic inches). Interesting facts for insiders: tub-shaped combustion chambers. Compression 8.8 instead of 8.5. Smaller exhaust valves, narrower exhaust ports. Thicker cylinder liners (can be flared up to 1550 cm³, kit is already available). New ignition system. Heavier crankshaft with a larger, better fixed crank pin (straight press fit instead of a cone). Connecting rods with hardened bearing seats (separate bearing rings in the lower connecting rod bearings are not required). Camshaft drive via two chains (from the crankshaft journal to the camshaft of the rear cylinder, from there to the shaft of the front cylinder). Tappet guides within the crankcase. Revised oil circuit, additional, pressure-dependent cooling of the pistons, internal rotor pump. All engine covers without bearing function (higher oil tightness). Diagonally split valve covers (easy access to rocker arms and valves). More robust motor housing with new ventilation. The Twin Cam comes with two uncontrolled catalytic converters. By the way: Porsche wasn’t involved, but rumors of a cooperation continue to simmer.
Technical data: 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, bumpers, hydraulic valve lifters, rocker arms, dry sump lubrication, one Keihin constant pressure carburetor, Ø 40 mm, contactless transistor ignition, two uncontrolled catalytic converters, electric starter, three-phase alternator 384 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 5400 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 transmission 2.19. Chassis: double loop frame made of tubular steel, telescopic fork, standpipe diameter 39 mm, two-arm swing arm made of steel profiles, two Suspension struts, adjustable spring base, double disc brake at the front, single-piston calipers, Ø 295 mm, rear disc brake, single-piston caliper, Ø 295 mm. Spoked wheels 2.50 x 19; 3.00 x 16 tires 100/90 H 19; 130/90 HB 16 Chassis data: wheelbase 1607 mm, steering head angle 62 degrees, caster 104 mm, spring travel f / h 175/78 mm. Dimensions and weights L / W / H 2325/940/1200 mm Weight with a full tank 300 kg Permissible total weight 492 kg Payload 192 kg Tank capacity / reserve 18.6 / 4.2 liter warranty one year with unlimited mileageColors black, orange, grayPower variant 25 kW (34 hp) at 4900 rpmPrice has not yet been determined
Technical data: buell x1
Engine: Air-cooled two-cylinder four-stroke 45-degree V-engine, transverse crankshaft, four underlying gear-driven camshafts, two valves per cylinder, hydraulic valve lifters, bumpers, rocker arms, dry sump lubrication, electronic injection, contactless transistor ignition, no emission control, electric starter, three-phase alternator 297 W, battery 12 V / 12 Ah, bore x stroke 88.8 x 96.8 mm, displacement 1199 cm³, compression ratio 10: 1, rated output 66 kW (90 PS) at 6200 rpm, max. Torque 108 Nm (11 kpm) at 5600 rpm mm, adjustable rebound and compression damping, aluminum two-armed swing arm, one spring strut, lying, loaded on tension, adjustable spring base, rebound and compression damping, front disc brake, six-piston caliper, floating brake disc, Ø 340 mm, rear disc brake, two-piston caliper, Ø 230 mm .Alu cast wheels 3.50 x 17; 5.00 x 17 tires 120/70 ZR 17; 170/60 ZR 17 Chassis data: wheelbase 1410 mm, steering head angle 65 degrees, caster 99 mm, spring travel f / h 119/125 mm. Dimensions and weights L / W / H 2070/760/1170 mmWeight with a full tank 217 kg, permissible total weight 397 kg, load 180 kg, tank capacity / reserve 17 / 2.3 liter guarantee, one year unlimited mileage, colors yellow, red, gray, black, price has not yet been determined
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