Harley-Davidson Sportster S Test

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Haters gonna hate…

VTwin Revolution Max 1250T, 1,252 cm3, 121 hp, 125 Nm, 228 kg in running order, from € 15,960

This is a machine that will appeal to forum trolls. It is enough to put the new Sportster 1250 S side by side with its late predecessor to see that the two have absolutely nothing in common, apart from the name.. And not much to do with historic Harley-Davidson DNA, either. In short, Milwaukee is clearly out of its comfort zone with this model (in marketing, we call it a product of conquest). Worse, if you look in the rearview mirror, the previous attempts – V-Rod, XR 1200, the buyout of Buell – ended, with the choice, by modest successes of esteem or resounding failures. Not serious.

Harley-Davidson Sportster S reviewHarley-Davidson Sportster S review

Before, Harley didn’t need any Conquest products. Almighty in its home market and aided by a very protectionist policy of the US government, the number one priority of HD’s areopagus has long been to pamper its traditional customers and shareholders. Today the situation is different: sales are down, the average age of the “traditional” customer keeps climbing, his stock prices have seen better days and former CEO Matt Levatich has made his mark. suitcases in mid-2020 when he had just unveiled a very ambitious recovery plan just two years earlier. But all is not bad for all that. Jochen Zeitz, a long-time member of the HD management board, now heads the group and his reputation is well established (he notably saved Puma from bankruptcy). It is to him that we owe the creation of Livewire as a full-fledged brand and probably also the decision to baptize “Sportster” the Custom prototype derived from the Revolution Max platform. Unfortunately for us, the man is much more discreet about the details of his recovery plan unveiled in February 2021.

Will there be a Sportster not S or a more powerful and / or higher displacement R? No comment. What other form could soon take the new modular chassis inaugurated on the Pan America and now the Sportster? No comment … This radio silence is frustrating, but since Harley is playing big, it makes sense that he doesn’t reveal all of his cards at once. While waiting for registration statistics, the strategy of only putting one model in the spotlight at a time seems to be bearing fruit with the Pan America trail. The positive feedback from the press launch would have resulted in visits to dealerships, orders and even a few takeovers of GS.

The Harley-Davidson Sportster SThe Harley-Davidson Sportster S

With this new Sportster 1250 S, the problem is a little different since Harley is not investing in a new segment. The Sportster family has indeed represented, year in and year out, between 27 and 40% of the brand’s sales in Europe since 2000 … And for those wondering what justifies such a large gap between this new Sportster and the old one, the Motor Company advances the historical argument which led to the creation of the very first model in 1957. A light and powerful machine – for the standards of the time – able to counter the invasion of the English motorcycles (Triumph Speed ​​Twin in the head) in its domestic market. Other time, same method.

Discovery

On the engine side, we find the ultra modern Revolution Max 1250 V twin with variable distribution inaugurated on the Pan America, but in a different configuration in order to offer a fuller torque curve at low and medium speeds (10% additional torque between 3000 and 6000 rpm): new forged aluminum pistons, cylinder heads with (four) smaller diameter valves, different camshafts (and timing), reworked intake and air box … 121 hp (against 150 hp on the trail) at 7,500 rpm and the maximum torque is 125 Nm at 6,000 rpm.

The V-Twin Revolution Max 1250TThe V-Twin Revolution Max 1250T

Other technical “innovations” include the jumble of balancing balances, sodium-cooled exhaust valves and an anti-dribble clutch. Finally, note that the twin open at 60 ° is load-bearing. It therefore fully participates in the rigidity of the chassis. There is no longer a traditional frame, but three frames bolted directly to the engine which made it possible to reduce the weight (228 kg in running order against 252 kg for the old Sporster 1200) and to optimize rigidity. of the whole as well as the centralization of the masses.

The engine here contributes to the rigidity of the chassisThe engine contributes here to the rigidity of the chassis

Good news never comes alone, the suspensions and braking far exceed the standards in force at HD with an inverted fork 43 mm in diameter and a shock absorber with separate reservoir mounted on a rod at the rear; both adjustable in preload, compression and rebound; and a single 320mm diameter front disc clamped by a Brembo-stamped four-piston monobloc radial caliper.

Braking is provided by a Brembo radial front caliperBraking is provided by a Brembo radial front caliper

The Sportster 1250 S also incorporates the entire Pan America technological package: five driving modes (Rain, Road, Sport and two fully customizable modes), each with specific settings for ABS, traction control, anti-slip. wheeling and engine brake. Everything is connected to a six-axis inertial unit coupled to a computer managing the angle taking. Ah and there are also tire pressure sensors. Finally, note that the Sportster can be equipped with rear foot controls (called “median”) for small riders..

The Sportster S is also technologicalThe Sportster S is also technological

To pass the pill of this technical revolution, the Harley designers have put the package on the stylistic-historical references: double exhaust in high position and single seat of the XR 750, big front tire and fender Jivaro style stitched to the Bobbers – including the Sportster 48 – oval headlight inspired by the Fat Bob…

The LED headlight of the Harley-Davidson Sportster SThe LED headlight of the Harley-Davidson Sportster S

In the saddle

For this presentation, the MoCo invited us to Essen in Germany. To test the V max on local highways? Not really … Just know that the conditions in which this test took place were far from optimal. Already, the Dantesque floods in the region have forced the organizers to completely review the route initially planned without having tested it. Much – too much – passages in urban areas, few departmental roads, not the slightest portion of the motorway and the pace imposed by our forerunners in the rare virolent portions in the rain did not really allow us to identify the full potential of the engine ( and even less of the part-cycle). So consider this as a grip more than a test !

The forward or middle controls allow you to discover a very different positionThe forward or middle controls allow you to discover a very different position

Among the good news (yes, yes, there is) is that HD provided us with several Sportsters equipped with mid-controls, which allowed us to test both driving positions. Whether or not having my legs folded is a matter of taste, the middle controls were the most suitable for my 171 cm having a little trouble reaching the pedals of the standard model. Some of my taller colleagues (183cm) also preferred the middle controls, but the handlebars were in contact with their knees during the U-turns. Up to you. And e any case with a saddle of only 755 mm high, everyone or almost everyone is certain to have their footing once the beast is mounted. The handlebars are anchored low, but not too far from the bust, so the driving position is custom-made, but not cartoonish. And if the Sportster’s wheelbase is substantial, its size is much more compact than the photos suggested..

At 755 mm high, the saddle remains accessible to all sizesAt 755 mm high, the saddle remains accessible to all sizes

The overall finish is very satisfactory – with a special mention to the engine foundries – but the traditionalists will have a blast in the comments section given the unusual amount of plastic covers, exposed cables and hoses of all kinds. Do-it-yourselfers will cry when they see that Torx provides all of the hardware..

But back to the test. The driving position is welcoming. The levers are adjustable and the ergonomics of the numerous handlebar controls are very well thought out – aside from the confusing operation of the turn signals – and there’s even a USB socket under the steering column to power a smartphone. The central TFT screen (unlike the Pan America) can optionally adopt a minimalist interface or display a multitude of information: tire pressure, engine diagnosis, range, exterior and engine temperatures, battery voltage. .. A Bluetooth module can also be paired with a smartphone (and if necessary a hands-free kit), you can then manage your music, your phone calls and the GPS display..

The central TFT screen displays a wealth of informationThe central TFT screen displays a wealth of information

Once awakened, the Revolution block unveils an astonishing sound. If Milwaukee promised a lot of work on the 2 in 1 in 2 exhaust (it remains very civil, except at full load), it is especially the admission which made me stand up in pleasure with a vocal signature close to that of a Porsche 911. No, I’m not putting your slack on you and no, don’t ask me how the Americans got there. Maybe a special request from the new German boss. But it is so and it is very pleasant. Much more than a full blast exhaust…

The double silencer in high position recalls the design of the XR750The double silencer in high position recalls the design of the XR750

In the city

I’m going to put a layer on the turn signals. They can be extinguished in two different ways, either by pushing a second time to the left or to the right, or by pressing in the center in the classic way. Except that there is no “click” therefore impossible to know if the manipulation worked without looking at the dashboard. Not ideal in town. And if you press the center twice, the turn signal control will come back on by itself. It’s surely great with practice, but it takes some time to acclimatize.

Supple and easy to take along, the Sportster S goes well with the citySupple and easy to take along, the Sportster S goes well with the city

That detail aside, the Sportster is like a fish in the water in town. The clutch control is flexible, the gearbox control is short and precise, the turning radius is surprisingly short (enough to make a U-turn on a departmental without maneuvering) and, against all expectations, the front axle has nothing of truck despite the huge front flange (a 160/70 R17). Setting the angle does not require any particular effort and if you have to counterbalance as you approach the maximum angle – it “falls” a bit – the phenomenon is so benign that it is done naturally after a few kilometers. The twin is in keeping with it, agreeing to pick up a little above idle speed on the first four gears. On the other hand, avoid passing the sixth in town, first because you will be speeding (60 km / h at 2,000 revs) and especially because the crankshaft hates it..

The twin picks up very low on the first 4 gearsThe twin picks up very low on the first 4 gears

Another good point, the thermal insulation of the high exhausts is bluffing. No rising heat to report. Finally on the exhaust side, my great colleagues complained of hot contact with the cylinder head of the rear cylinder. And on the left, the radiator fan (despite the presence of a cover supposed to deflect the flow of hot air) will occasionally give you some hot flashes.

Motorway and expressways

I’m going to speak in the conditional since we haven’t cruised once at high speed. Just know that the twin turns at 4,400 rpm in sixth gear at 130 km / h and that even if the protection is non-existent, the combination of high tank and leaning forward chest seems more pleasant than on a sporty roadster to cut the road..

In 6th, the Revolution Max tops out at 4,400 rpm at 130 km / hIn 6th, the Revolution Max tops out at 4,400 rpm at 130 km / h

Departmental

The opportunities to push the Sportster 1250 S were relatively rare to judge its sporting potential, but with the usual paces, the twin is full of pleasure. The variable distribution gives it a very “full” character with copious raises from 2,500 revolutions and a thrust which only gets stronger as the needle climbs towards the red. Another good point, the differentiation between each driving mode is very clear (in particular the maps and the management of the engine brake) and the Sport mode, although a dry chouia on re-acceleration, gives it a little extra soul..

The different driving modes offer real differences in behaviorThe different driving modes offer real differences in behavior

The ground clearance is much higher than the customizing standard, the front is light if not lively, precise without being a scalpel and the general behavior almost evokes that of a mini Ducati Diavel. In much firmer. And less rigorous with the original suspension settings. The much too much braked hydraulics had a particular tendency to freeze the suspensions on the successions of shock. By playing with the screwdriver, we should be able to easily improve things.

The Sportster S is reminiscent of the Diavel in its handling, with much firmer suspensionsThe Sportster S is reminiscent of the Diavel in its handling, with much firmer suspensions

On the braking side, the bite of the front brake lacks consistency from one machine to another, spongy on some, very correct on others and impossible to say if the endurance of the single disc is there while driving at a pace sustained for several kilometers … And do not count on the rear to compensate. For once, the rear brake of this HD is just a simple retarder.

Comfort & duo

Nothing to say about the saddle, even if the settings of the suspensions are rather firm of origin as soon as one rolls on something other than billiards. Good news if you are driving with a passenger, there is a dial to adjust the preload of the rear shock absorber on the right side. Bad news for the passenger, the place which is allotted to him seems halfway between the pack of cigarettes and the iPad mini. At least there is an optional Sissi bar so you don’t lose it at a red light. And it may also get hot in the right calf since the super heat shields stop just before the silencers..

It is necessary to adjust the suspensions, too firm of originIt is necessary to adjust the suspensions, too firm of origin

Consumption

The tank capacity is 11.8 liters and the normalized consumption is 5.1 l / 100 km. It climbs much higher if we get angry, but by matching the remaining range of the on-board computer with our mileage, the total range during our test was always slightly over 200 km..

On our test, consumption averaged 5.1 l / 100 kmOn our test, consumption averaged 5.1 l / 100 km

Accessories

In addition to the median conversion kit for the little ones (which reveals a huge portion of unpainted metal where the original plates were) and the passenger kit (sold in three separate parts, ottoman + footrest + sissi bar), Harley also offers heated grips, crankcases (photos), a comfort seat called Sundowner, a small removable windshield and a travel bag (capacity 11.5 l) taking place on the passenger seat. And so yes, you have to buy the saddle (ndr: the MoCo says that it is “recommended”) to put the bag in it. They are smart at Harley.

As a base, the Sportster does not have a passenger seat and it is imperative to go through the accessoriesAs a base, the Sportster does not have a passenger seat and it is imperative to go through the accessories

Conclusion

If you read everything from the beginning, I reserve my final opinion when we have tested the Sportster 1250 S on a daily basis, as we like to do for two weeks with a few hundred kilometers, or even more if affinities. But in the current state of things, this grip was a very good surprise. The new twin is charming, the chassis much more homogeneous and versatile than what its caricatured pneumatic assembly suggests and the whole does not suffer from any major defect. It remains to be seen if the suspensions (or their settings) and braking are up to the rest. If so, the Sportster 1250 S will replace the V-Rod in the Power Cruiser category. Otherwise it will just be a Power dragster, but is it that bad? ?

Harley-Davidson Sportster SHarley-Davidson Sportster S

On the price side, we start at € 15,690 for the black version and € 15,960 for the white and burgundy colors and the arrival is scheduled for autumn (September at the earliest). And no A2 version for beginners, the block being too powerful. Small perspective, in 2020 a Sportster 48 developed 66 hp and was billed € 12,590…

Who are its competitors? We asked the world product development manager and he told us about the Scout and FTR duo from Indian (14,590 and 13,990 € respectively), the BMW R NineT (16,600 €) and the Ducati Diavel (20,990 €) same s ‘he punches in a higher category. And we can also add the Bonneville Bobber from Triumph (14.550 €).

Strong points

  • Successful design
  • Performance and engine character
  • Homogeneous frame and good ground clearance
  • Powerful braking
  • Embedded technology

Weak points

  • Braking endurance ?
  • Firmness of the original settings
  • Some finishing details

The technical sheet of the Harley-Davidson Sportster S

Test conditions

  • Itinerary: a lot of urban, a little departmental,
  • Weather forecast: no rain, temperature oscillating between 18 and 25 °
  • Test carried out over approximately 200 km
  • Problem encountered: inconsistency of the front brake attack between the various models available to us. Poor locking of the second gear (return to neutral) on several machines

Test equipment

  • Shoei GT-Air II Helmet
  • Rev It Overshirt Bison Jacket
  • Uglybros pants
  • Helston gloves
  • Vanucci shoes

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