Top test Harley-Davidson Dyna Low Rider

Top test Harley-Davidson Dyna Low Rider

Top test Harley-Davidson Dyna Low Rider

Slow down

Harley has given the 2007 vintage of the Big Twins a lot of innovations and more displacement. For more pressure and sound, relaxation and feeling. This also applies to the Dyna Low Rider. The spark jumps across with it?

Sunflowers, corn and gladioli were so high yesterday?

Not seen at all. Speed ​​thins. The slower you move, the more you see. And so far you’ve always driven here much faster. Five buzzards circling in the air. In the early autumn they start roving. Just like us on earth. With a new way of riding a motorcycle to be discovered. One with leisure, serenity and nonchalance. In the saddle of a Harley-Davidson Dyna Low Rider.
The seat, which is 69 centimeters low, absorbs you with suction. The knees rest at a right angle, the right one touches the oval air filter housing. The footrests are quite far back by Harley standards. The hands reach for the half-height “pullback” handlebars. The name is program. You lean back, relax, and let the landscape pass you by. Or the street canyons and building sins of the big city after the ride. Rush hour. But the stress of traffic jams and the hustle and bustle roll off you today like in the Jever advertisement.

Although or precisely because the Dyna attracts attention. At every stop, before every traffic light. Is that why you use dark sunglasses to always look cool? No, pure self-protection. Where the sparkling chrome jewelry is measured in square meters. Careless approach in blazing sun threatens acute retinal detachment. See and be seen. It’s like moving a piece of America with you, like becoming a part of this great country with all its fascination and fractures.
And so, by the way, the Dyna transports the US concept of locomotion: simply relaxed. The real luxury is taking your time. To defy social (quickly from A to B) and technical constraints (easier, faster, further). And yet to be perfectly motorized, enjoying the feeling of condensed power. This is ensured by even more stroke and space. The 2007 vintage of the Big Twins with its tower-high cylinders, which are characteristically spread at a 45-degree angle to the Victory symbol, looks unchanged, but can do a lot more than its predecessors, which are rather clogged in terms of exhaust technology.

1584 cm3 or 96 cubic inches (inches) of displacement is the Twin Cam 96 ?? 135 cm3 or nine percent more than the replaced Twin Cam 88. Depending on the model, the old V2 had between 64 and 73 hp. The 2007 engine starts where its predecessors left off, now the range extends from 71 to 78 hp. A herd of 76 horses promises Harley for the current D.yna low riders (three more than before), in fact 78 of them even trot on the MOTORRAD test bench. Including a fat 125 Newton meters of maximum torque.

The newly gained dynamism can be experienced with every meter. Impatiently, the V2 clicks from the pulling cable clutch to be as soft as butter. 100 Newton meters at idle. There’s something going on. Not that it is necessary, but when the traffic light starts, Porsches look old. Five seconds from zero to one hundred. Not bad for a 307 kilo flat iron.
The long-stroke hangs soft, elastic and directly on the gas. Harley has the injection for the two jug-sized cylinders under control. Not least thanks to the new injection nozzles and engine software. At most, out of coasting mode, the engine accelerates a little hard and with a slight delay. Load change reactions are completely alien to the low-maintenance toothed belt. In 2007 the carbon fiber belt was narrowed to an inch in width (2.54 centimeters), but it should last just as long as before due to its more robust construction. The entire crank drive and primary drive have also been redesigned.
Kalonk, kalonk. Shifted up two gears again. The typical switching noise has remained. But the gears of the cassette gear, christened “Cruise Drive”, are always full and precise, and the idling alone can be asked a little. When stationary, with the engine running, the entire stem of the Dyna shakes tremendously: front wheel, fork, rubber-mounted handlebar, everything dances to the beat of the 95 pistons.
The people at the traffic lights must think that someone is taming a press here-
air hammer. When driving, however, the vibration-decoupled engine suspension in rubber blocks largely keeps vibrations away from the driver; only in the pauses it tingles sometimes violently. Lighter pistons, shorter connecting rods and piston pins ensure reduced oscillating masses.
More pressure and six gears, the last of which is extremely long as overdrive, means that you can shift more but have to do less than with the old models with five-speed boxes. The bumper motor, which in comparison to the fat Japan V-Zwos still lacks a lot of punch and displacement, is brilliantly presented.
It is most beautiful with 2000 tours. The V2 bubbles wonderfully smoothly. That’s a good 80 things in sixth gear. Bassy, ​​full-bodied V2 staccato then flows through the body, floods the eardrum. Not loud, just present. Always there, always close.
There is something. So far, Harleys of all things have sounded silly bland as standard. Their extremely thin sound, brand VW Käfer, drove their owners in droves to the providers of (illegal) retrofit systems. That could be an end now. Because a technical trick ensures better acoustics: the two silencers connected by interference tubes are attenuated to different degrees. The louder is on top; In city traffic relevant for measurement, a flap limits its access and thus the driving noise.

The on-board computer opens this flap using a servomotor and cable pull as the load and speed increase. There is a similar gas exchange control in the airbox. In this way, intake and exhaust noises remain in the legal range despite the robust sound. Especially since various measures in
Inside the engine, such as plain bearings instead of roller bearings for the lighter camshafts and helical gear wheels that reduce mechanical noise. And so leave more leeway for the exhaust sound.
After parking? the side stand you have to look uncool under the clutch cover? If the engine crackles for hours, it sounds like grandma‘s wood-burning tiled stove. Follow-up or anticipation? On streets that are as empty as possible, where you are only on the move with and for yourself.

The time of rebellion is over. Today the true biker anthem is no longer “Born to be wild”, but “Wasn ?? t born to follow”. Comes from the Byrds and also from the Easy Rider soundtrack. Responsible people go their own way. And learn on the autobahn at the latest? anyway a wrong track with the Dyna ?? to let yourself be overtaken. Should
they pull past you. You don’t mind today. Especially since quite a few Daimler pilots brake to take a closer look at the sinfully expensive Harley (almost 17,000 euros).

At 120 you pull your lane. From 140, fun is over. Especially since with increasing wind pressure it tenses up and crouches on its rump. No, better find yourself at 90 km / h. Detached from the world. Get off the train? on branch lines. On which, however, the unbalanced chassis sets narrow limits. After all, the Dyna with its narrow front wheel falls more easily than expected in an inclined position. And having to plow a little only increases the masculine aura. The mighty-looking 49er fork is fine, but it’s turned out a bit soft. Did anyone say “rice cooker”? Well, the fork is from the Far East, from Showa. And the short struts of the unyielding kind. Hard springs meet lazy damping.
Not wanting to compress at first, but then snap out almost unchecked with rough bumps and craters … Harmony is different. The low rider jumps wildly in the back on a rutted track, knocking mightily into the back. But you don’t care. You take off the gas, take it. Just like the mediocre lean angle. When it rasps on the thick rubber pegs, it’s still funny. On the other hand, it is less so when it comes to their arms, the end pots and the clutch housing. Just who drives like that? Not least because of poor passenger comfort, the utility of this US creation is extremely limited. But nobody asks a hyper athlete about that.

A case in itself: the brakes. In the case of the single front disc, high manual force meets moderate effects such as controllability. There is good support from behind, but there is also a high tendency to lock. More braking power at the front and ABS would absolutely do no harm. There is nothing to complain about about the manufacturing quality. Harleys look like they were built to last. Nevertheless, 350,000 new ones are expected to be added this year alone.
8000 maintenance intervals testify to the trust in traditionally inspired technology. And as lavish as the Americans build their bikes, the moderate consumption of petrol does not require any new campaigns by Mister Bush in oil countries. Harley claims to have unwound a million miles with the new engines for test purposes. At MOTORRAD it was “only” 1500. But we enjoyed every single one. A world of discovery is waiting out there. Between driver and machine, man and the environment. You just have to slow down a little.

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Top test Harley-Davidson Dyna Low Rider

Top test Harley-Davidson Dyna Low Rider
Slow down

Was there anything else? – Was otherwise
something else?

plus
Hydraulic valve lifters and from now on maintenance-free primary chain and hydraulic chains-
Tensioners on the timing chain (camshaft drive) reduce inspection costs
Change intervals of the transmission oil
and the oil in the primary drive doubled:
on 32,000 and 16,000 kilometers
Except for a few details, very high-quality workmanship including hand-chased
Decorative stripes and chrome-plated wire-spoke wheels with curved rim contour
The speedometer and fuel gauge are fairly accurate and the indicator lights are bright
“Fire-and-forget” indicators appear
by itself again; practical:
One indicator switch each on the left and right
minus
The boom of the side stand is hidden under the huge clutch bell: it has to be felt uncool when parking
Short struts with hard springs,
too little damping
Screwed tank cap not lockable
Suspension settings
Spring preload in solo operation
at level two of five

MOTORCYCLE measurements

Performance
Top speed * 190 km / h

acceleration
0 – 100 km / h 5.0 sec
0 ?? 140 km / h 9.8 sec

Draft
60 ?? 100 km / h 5.4 sec
100 ?? 140 km / h 6.4 sec
140 ?? 180 km / h 14.8 sec

Speedometer deviation
Effective (display 50/100) 50/99 km / h

Tachometer deviation
Display red area 5700 rpm
Effective 5700 rpm

Consumption in the test
at 130 km / h 5.6 l / 100 km
Country road 5.1 l / 100 km
Theor. Range 349 km
Fuel type super

mass and weight
L / W / H 2380/950/1310 mm
Seat height 690 mm
Handlebar height 1150 mm
Turning circle 5650 mm
Weight with a full tank 307 kg
Payload 185 kg
Wheel load distribution f / r 45/55%
Driving dynamics 1
Brake measurement
Braking distance from 100 km / h 47.2 m
Average deceleration 8.2 m / s2
Comments: Long fork and low center of gravity allow only low dynamic wheel load distribution when braking; therefore must for high deceleration
the rear brake can also be operated. Both brakes are difficult to adjust.

Handling course I (fast slalom)
Lap time 23.3 sec
vmax at the measuring point 90.2 km / h
Remarks: While the soft telescopic fork works excessively, the rock-hard struts stay calm. The lack of rebound damping causes unrest in the driving behavior during rebound.

Handling course II (slow slalom)
Lap time 34.4 sec
vmax at the measuring point 43.7 km / h
Comments: The high-torque motor accelerates the Low Rider quickly, but it needs wide radii.

Orbit Ø 46 meters
Lap time 12.9 sec
vmax at the measuring point 41.1 km / h
Comments: The early touchdowns
Footrests prevent driving at the tire grip limit. The narrow 19-inch front wheel ensures a low righting moment when braking.

Technical specifications

engine
Air-cooled two-cylinder four-stroke 45-degree V-engine, two chain-driven camshafts, two valves per cylinder, hydraulic valve lifters, bumpers, rocker arms, dry sump lubrication, injection, Ø 46 mm, uncontrolled catalytic converter, 540 W alternator, 12 V battery 19 Ah, mechanically operated multi-disc oil bath clutch, six-speed gearbox, toothed belt.

Bore x stroke 95.3 x 111.1 mm

Cubic capacity 1584 cm3

Compression ratio 9.2: 1
rated capacity
56.0 kW (76 hp) at 5450 rpm

Max. Torque 123 Nm at 3125 rpm

Pollutant values ​​(homologation) in g / km
Euro 3 CO 1.800 / HC 0.080 / NOx 0.020

landing gear
Double loop frame made of steel, telescopic fork, Ø 49 mm, two-arm swing arm made of steel, two spring legs, adjustable spring base, front disc brake, Ø 300 mm, four-piston fixed caliper, rear disc brake, Ø 292 mm, four-piston fixed caliper.
Spoked wheels with steel rims
2.50 x 19; 4.50 x 17

Tires 100/90 R 19; 160/70 R 17

Tires in the test Dunlop D 401, K 591

mass and weight
Wheelbase 1625 mm, steering head angle 61.0 degrees, caster 114 mm, spring travel f / h 127/79 mm, permissible total weight 492 kg, tank capacity 17.8 liters.

Service data
Service intervals every 8000 km

Oil and filter change every 8000 km / 2.9 l
Harley-Davidson HD 360 engine oil

Front fork oil Harley-Davidson Fork Oil Type E

Spark plugs HD 6R12

Idle speed 1000 ± 100 / min

Tire pressure solo (with pillion passenger)

front / rear 2.0 / 2.0 (2.0 / 2.5) bar

Two year guarantee

Colors blue, red, black, white,
Blue / black, red / black

Price 16440 euros

Additional costs 450 euros

Scoring engine

A leap forward. The new Twin Cam 96 comes out much meatier
hence as the old “88”. The overdrive, which lowers the engine speed, is quite relaxed and translated to 246, even the fifth is still very long
devices. Shifting comfort and precision are now completely okay, as is the low manual clutch force. Not always perfect, however: the starting behavior.

Scoring undercarriage

Weak. Handling and stability of the flat iron are at best mediocre. And the suspension tuning is a horror: quite soft fork meets hard, underdamped struts. He also comforts that
proper directional stability hardly.

Scoring security

Well then. Given the bad
controllable brakes, which can easily become a trap in emergency situations, the US company should finally think about ABS. And then swap the headlight for a less cloudy one. Clearly due to the concept: the moderate weird-
positional freedom, the hard placement of notches, silencer clamps and clutch housing.

Scoring everyday

So and so. The equipment is okay, with a tachometer, electronic immobilizer, clock and warning-
blink. Likewise the range. But demand six hundredweight of weight
at the latest when maneuvering tribute.

Scoring comfort

Torture stake. Little comfort for
Driver and passenger: The pillion sits on a mini-seat, his stops are like in the past
tobak mounted on the swing arm.
Positive: the smooth running of the engine.

Scoring costs / environment

Good at the end. The Low Rider is frugal to maintain thanks to low inspection costs and affordable insurance premiums. The fuel consumption of the well-made motorcycle also remains within limits. But the purchase price of almost 17,000 euros is devastating.

MOTORRAD conclusion – conclusion

What is real luxury? If
Has time and inner peace, one just doesn’t care about a lot. What matters is that
Experience. And that the new Twin Cam 96 operates much more fat than its 88-
Predecessor ?? this time it’s not just a slogan. So there is only one question left: do you have to be rich to get one
To be able to afford Harley, or to get rich if you own one?

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