On the move: Harley-Davidson XR 1000-XR 1200

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On the move: Harley-Davidson XR 1000-XR 1200

On the move: Harley-Davidson XR 1000 / XR 1200

Sportsmanship

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Harley-Davidson and sporty motorcycles – despite the Sportster models, these two terms don’t really come together. Why not? The genes for it are there.

Legends are there to be cared for. A traditional company like Harley-Davidson knows that. Care is often miraculous, and legends are just as often related to heroes. In the United States, completely different heroes are in demand than in Good Old Europe: The motorcycle world championship with characters from Mike Hailwood to Giacomo Agostini to Valentino Rossi never played a major role there, and they were often largely unknown. In the American scene, whoever wins the Grand National makes himself immortal: Jay Springsteen, Cal Rayborn and Scott Parker are high on the list. They are closely linked to a motorcycle that belongs in the American Olympus of two-wheelers and is still up-to-date: the Harley-Davidson XR 750.

In 1970, Harley-Davidson introduced them based on the XL Sportster as the successor to the KR Flattracker. But the souped-up Sportster engines mainly struggled with thermal problems. As early as 1972, designer and race director Dick O’Brien had further developed the XR, now with new cylinders and new cylinder heads. The long-running hit hit the market in the same year and still dominates the American flat-track scene to this day.

Modified engines can still be ordered from Harley-Davidson dealers. And even on asphalt, Harley won laurels with the XRTT 1000 series: Jay Springsteen won the 1983 Daytona Speedweek "Lucifer’s hammer" superior to the prestigious Battle of Twins, Gene Church three more AMA titles in this class.

Exploiting legends and letting their fame shine on the production models is part of the tools of every marketing department. At Intermot 2006, Harley-Davidson refreshed its image with a model that bears the famous abbreviation XR in its name. In reality, however, this XR 1200 has little in common with the famous Flattracker, rather it was created on the basis of the current 1200 Sportster and has taken over its engine. With many modifications, the developers have increased the output from 67 to 90 hp. But it lacks the typical appearance of the XR engine, the finely ribbed cylinders and the special cylinder heads on which the exhaust ports are directed to the front and the intake ports to the rear. This results in the features that dominate the look of the real XR: two rear-facing carburetors with voluminous K on the right-hand side&N air filters and the parallel megaphones of the exhaust system with the typical tangle of manifolds on the left.

A model that Harley brought onto the market in small series in 1983 can boast this appearance: the two Dell’Orto carburettors with accelerator pump and the K&N filters into the open. To the left, halfway up, the artfully curved bends with the two silencers, which hardly deserve this name, wind their way. Only a few copies of the XR 1000 were sold in Germany. There was no guarantee from the manufacturer or the importer on this motorcycle. For this, the customer could purchase tuning parts in the Harley shop. The designers completely took over the components for the V2, including its ancillary units, from the Sportster models.

XR 1000

Harley-Davidson XR 1000.

25 years after its debut, the XR 1000 from Harley-Factory Frankfurt is now in the underground car park of MOTORRAD CLASSIC and looks downright martial compared to the brand new XR 1200. The tiny 8-liter tank, the small seat cushion, the missing pillion seat, everything is arranged in a minimalist manner. The missing turn signals and other details identify it as the US version. But even in the United States, the exhaust system might not have been completely legal; the two megaphones provide deep insights into a barren interior.

The new XR 1200 in classic Harley orange is far more pleasing, but also more arbitrary. The long, flat tank and the two-man hump trace the contour of the XR 1000, but the upside-down fork, the cast aluminum swingarm and the injection system make the 1200s a modern motorcycle. The exhaust system also seems to be a compromise between traditional lines and current noise limits. Acoustically, the two related worlds separate, oh what: universes. When the button is pressed, both start up spontaneously: the XR 1000 with a short operation of the choke on both carburettors, the XR 1200 without any further action. After a short time they run smoothly: the new one with a moderate bubbling, the old one with a dull rumble.

The seat sample also gives two completely different impressions. On the 1000, it takes some getting used to, and by no means in the style of the XR racers, but in the style of the Sportster, from which the entire ambience originates. The high handlebars, the low seat height and the footrests mounted far forward knot the driver into a pseudo-touristy, but by no means relaxed, posture that does not conform to that of an XR or that of an athlete. This body art seems to be a quintessentially American invention – and none of the better ones. In addition, the front carburetor collides with the right lower leg, forcing the legs into an asymmetrical position. The left lower leg is in contact with the cover of the exhaust system, but still allows knee closure with the tank.

Taking measurements on the XR 1200 is completely different: the driver sits significantly higher behind the handlebars, which are just as wide, but the position of the legs does not really match. The footrests are placed far back in a really sporty position, there is no harmony between the upper and lower body, the XR does not choose between relaxed and sporty. Right from the start, the XR 1000 calls for the tough biker. Pull the clutch, shift into gear and use the sluggish throttle to open the slides of the two 36-inch Dell’Ortos, the arm and leg muscles of a whole man are challenged.

The acoustic expressions of the classic fit this image. The hissing intake noise accompanies the rumble that escapes from the two exhausts. Sometimes thundering misfires are reminiscent of gunfire in the American Revolutionary War. Mechanical noises from the cylinder heads, not unlike the desmodromic of a Ducati, underline the duet. "Loud pipes save lifes" may really be true here, because the XR is announced from afar. Even the attempt to unobtrusively roll through a town in fourth gear – the highest – with almost closed throttle valves fails.

When you accelerate, the two-tone swells into a hurricane and turns into a dull, hard-pressed roar. In contrast to a Sportster – regardless of whether it is the same year of construction or a current variant – the XR suffers from a slight torque weakness at low speeds. With increasing revs, the XR then picks up atypical Harley and turns vehemently against the red area at 6000 rpm. It develops far more vigor than a Sportster of the same year and drags a soundscape behind it that sends cold shivers down the spine of even the hard of hearing: Anyone who has been enchanted by the sound of a Norton Manx is enthusiastic about the sound of the XR . The hard, pressed staccato when turning up alternates with the dull, hollow snarling in push mode. Cross-town roads and tight bends are not your territory, but fast stretches with wide curves are.

When upshifting and downshifting, the transmission requires enormous power, but the gears then engage properly. One would have to invent a shoe with two soles for the shift foot – one at the bottom, one at the top. The top of the big toe blisters after a few hundred kilometers. Another invention would be an idle detector – inserting it on the XR 1000 is almost impossible. The claws of the transmission hold the first or second gear so relentlessly that the neutral position can only be found with a lot of feeling when coasting.

The XR engine also signals a strong presence in terms of vibration. Although still cautious in idle, the vibrations seem to grow disproportionately to the speed and culminate in an earthquake. Heavy vibrations in the handlebars and footrests massage hands and feet. The small tank volume of 8 liters does not play a major role, because the body demands a break at least every 100 kilometers.

XR 1200

The current XR is far more binding. Your expressions of life always remain moderate. It revs cleanly up to the red zone of 7000 rpm, with an ease that no two-valve Harley has ever seen. The mighty V2 shakes slightly in the chassis when idling. At higher speeds, the vibrations are lost thanks to the elastic bearing; only a light massage remains. The driver completely forgets that two 88.9 millimeter pistons slide 96.8 mm up and down several thousand times per minute. The V2 presents itself as a cultivated softie compared to its 25 years older ancestor. Also when it comes to operating the clutch: considerably lighter than the previous model, but still not easy. The same applies to the gearbox: its gears find their place more easily, but the gearshift still looks bony.

In the chassis, the two motorcycles are of course also worlds apart. Although the tubular steel double loop frames show a strong structural relationship, and even the chassis data are roughly on the same level with a lush 1500 to 1515 mm wheelbase as well as ample 130 and 127 mm caster for new and old, but that ends the similarities. The remaining chassis components demonstrate 25 years of development: a fork with a 35 mm standpipe diameter, a thin swing arm and narrow tires on one side, the massive upside-down fork, the voluminous swing arm made of cast aluminum and the wide tires on the other, and not least the weight make for glaring differences. The XR 1000 weighs in at a relatively modest 232 kilograms despite its cast iron cylinder, compared to 263 for the 1200.

The 1000 series requires higher steering forces at low speeds, which are put into perspective at normal speeds. Then the XR 1000 circles all kinds of bends very lightly and precisely – thanks to the narrow tires – and touches the foldable footrests harmlessly in the middle of an incline. In faster, winding passages, it tends to make slight stirring movements, but these are never unsettling. The fork absorbs unevenness cleanly, the struts work relatively comfortably, but with short spring travel. They are also severely underdamped.

The new one is similar and yet completely different: its fork (stanchion diameter: 43 mm) swallows bumps cleanly, and its suspension struts are comfortably designed and slightly underdamped. After rough bumps, the stern swings back in solo mode. In curves, she lets herself be tempted by waves to tilt slightly around the longitudinal axis and does not circle bends as precisely as the old one. On the other hand, it offers significantly more lean angle and, for a Harley, can be moved around corners in a super sporty way. Harley riding has never been more active. 

When it comes to the brakes, 25 years cannot be ignored: although the floating calipers of the XR 1000 provided a contemporary deceleration, they require high manual forces, while the foot brake provides decent support even when the pedal is lightly applied. The 1200, on the other hand, decelerates, as it should be in the 21st century, even with little hand force and shines with good controllability.

Overall, the new behaves much more cultured, supple compared to the old, who wants to be tamed. It can be moved in a more sporty manner, but it does not have the maritime charisma and the distinctive character of the XR 1000 hammer, which is a puristic driving machine without the dazzling attitude. One can unconditionally agree with the credo of the MOTORRAD tester from 1983: “The XR 1000 is nothing more than a fascinating, idiosyncratic motor with the necessary utensils around it.” Brisk, almost sporty motorcycling means XR 1200, experience motorbike means XR 1000.

The desire for a synthesis of both motorcycles remains: the cylinders and heads in the style of the old XR, plus the typical routing and lines of the exhaust system and two separate injection systems – all paired with the functionality of the new. Small side effect on the side: The performance would be even higher.

But that would certainly have its price. Because while the XR 1000 cost a whopping 18,000 marks at the time and thus almost as much as the sinfully expensive Super Glide, the XR 1200 is almost a bargain at 11,300 euros in 2008, but this is reflected in the rather poor processing in detail. For this amount you don’t even get an XR 1000 these days, neither in the USA and certainly not in Germany. Because of the 1000 pieces that Harley put on, not even a dozen should have come to Germany.

On the move: Harley-Davidson XR 1000-XR 1200

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Premiere: Harley-Davidson XR 1200

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Technical specifications

Harley-Davidson XR 1000

Engine: Air-cooled two-cylinder 45 degree V four-stroke engine, four lower camshafts, two valves per cylinder, actuated via bumpers and rocker arms; Bore 81.0 mm, stroke 96.8 mm, 998 cm3, compression 9.1: 1, 67 HP at 5600 rpm, Dell’Orto round slide carburetor, PHF 36, Ø 36 mm

Electrical system: E-starter, battery: 12 V / 18 Ah, transistor ignition, alternator: alternating current, 275 W.

Power transmission: Multi-disc dry clutch, four-speed gearbox, primary drive: chain, final drive: chain

Landing gear: Double loop frame made of tubular steel, front telescopic fork, Ø 35 mm, rear two-arm swing arm made of steel, two spring struts, cast aluminum wheels
Front tires 100/90 V 19, rear tires 130/90 V 16, front double disc brake Ø 290 mm, single-piston floating calipers, rear disc brake Ø 290 mm, single-piston floating caliper

Measurements and weight: Weight 232 kg, tank capacity 8 liters

Driving performance: Top speed 185 km / h

Price: 18060 Mark (1983)

Manufacturer: Harley-Davidson Motor Co. Inc., Milwaukee / USA

Harley-Davidson XR 1200

Engine: Air-cooled two-cylinder 45 degree V four-stroke engine, four lower camshafts, two valves per cylinder, actuated via bumpers and rocker arms; Bore 88.9 mm, stroke 96.8 mm, 1202 cm3, compression 10.0: 1, 91 hp at 7000 rpm, intake manifold injection

Electrical system: E-starter, battery 12 V / 12 Ah, electronic engine management, alternator: three-phase current, 360 W.

Power transmission: Multi-disc oil bath clutch, claw-shift five-speed gearbox, primary drive: chain, final drive: toothed belt

Landing gear: Double loop frame made of tubular steel, front upside-down fork, Ø 43 mm, rear two-arm swing arm made of cast aluminum, two suspension struts, cast aluminum wheels, front tires 120/70 ZR 18, rear tires 180/55 ZR 17, front double disc brake, Ø 292 mm, four-piston Fixed calipers, rear disc brake, Ø 260 mm, single-piston floating caliper

Measurements and weight: Weight 262 kg, tank capacity 13.3 liters

Driving performance: Top speed 200 km / h

Price: 11300 euros

Manufacturer: Harley-Davidson Motor Co., Milwaukee / USA

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