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Showing posts with label Harley-Davidson. Show all posts
Showing posts with label Harley-Davidson. Show all posts
Harley-Davidson Slim S Review, Bold Sensation !
Arms are spread to a wide, curved, drooping handlebar, framing the old-style tank-mounted speedo. Ahead there’s a simply enormous round headlight casing, and a broad teardrop tank with olive paint and white star splays knees. The soundtrack is a deep, off-beat V-twin rumble, but suitably rousing title music from a second world war movie would be more fitting – with this view and all these sensations I could easily be blundering across unsealed roads just a few miles from the front.
The bike responsible for this silly daydreaming is Harley-Davidson’s new Slim S. It’s predictably based on the existing Slim, which is a long ‘n’ low single seat cruiser with traditional ‘bobber’ styling, a 103ci (1690cc) V-twin with some 98 lb.ft of torque and the lowest perch in Harley’s range, and one of the Softail range (rigid-mounted engines with balance shafts, twin hidden rear shocks). For this limited edition S version Harely have larruped all the shiny metal with black paint, given it a military-inspired makeover in what they’ve decided to call ‘Olive Gold Denim’ and then pinched the 110ci (1801cc) Screamin’ Eagle motor from their glitzy CVO range-toppers.
With a walloping 107 lb.ft, Harley-Davidson Slim S is the most bulging engine in any naked Harley. This is big grunt. Out with the chunky clutch lever, belch casually through three gears, glance down and you’re doing 90mph. Pipes develop an addictive hard the standard-fit Stage 1 highflow air filter sounds like it’ll suck your trousers off. It’s more than the fat 16-inch rear tyre can deal with – pulling out briskly onto a large roundabout the Harley-Davidson Slim S slews out sideways as I clunk into second gear with the large heel-and-toe lever, despite warm tyres and a clean, dry surface.
It’s not all whoop-out-loud silliness. Like all Softails, the Harley-Davidson Slim S has fewer vibes than Dyna-model stable-mates with rubber-mounted engines, and 60mph is just 2.150 RPM in sixth gear (the small digi panel in the speedo displays either odometer, trip, time, or gear position and numerical revs). The S gets cruise control as standard too, activated from thud beyond half throttle, and the left switchgear. Speaking of the switches, you get the robust controls and high level of finish we now take for granted on modern Harleys (usual rusty tailpipes aside), plus keyless ignition and self-cancelling indicators. It stops well too – all 2016 Softail models need 40% less lever effort for maximum braking pressure at the four-pot caliper, with ABS as standard.
The rest of the experience is usual cruiser. So it weighs a third of a tonne, drags the foot boards at every opportunity and has ride quality that we’ll call ‘engaging’. Models from Haley-Davidson’s Sportster line-up are more practical and easier to ride. But then user-friendliness isn’t what the Harley-Davidson Slim S is about. It’s for delivering bold sensations and distinct feel, with an unmistakable image and the authenticity you still only get from a Harley. And it does this brilliantly. All they need to do now is add a rifle holder to the already-excessive accessory list. Oh, and maybe a tank-mounted gearshift...
Harley-Davidson Slim S Verdict
Basic ride, limited handling, heavy controls, thudding motor – yep, it’s all as Harley-Davidson Slim S should be. If your riding is all about vivid sensations and image, there’s not much better.
Harley-Davidson Slim S Specs
Engine : Four stroke, "Screamin' Eagle" V-Twin, DOHC 8-Valve, Air-Cooled
Capacity : 1.081 cc
Bore x Stroke : 101,6 x 111 mm
Compression Ratio : 9,5 : 1
Induction : Fuel Injection
Max Power : 75 HP
Max Torque : 147 N.m @ 3.500 RPM
Front Brakes : 2 x Disc, 4-Pot Calipers, ABS (Optional)
Rear Brakes : Single Disc, 2-Pot Caliper
Front Tyre : MT90B16 72H
Rear Tyre : MU85B16 77H
Wheelbase : 1.635 mm
Seat Height : 660 mm
Weight : 321 Kg
Fuel Capacity : 18.9 Litres
Price : £17,495 (Black : £17,195)
Harley-Davidson Street 750 Review, The Friendly Harley !
If there are two factors that can put people off buying their first Harley-Davidson, it’s the price tag and a fear of not being able to ride the quirky machines properly. The new Harley-Davidson Street 750 is the answer to both these concerns. At £5795 it’s the cheapest bike Harley currently produce, and its controls and riding position are far more in line with what most UK riders are accustomed to.
The Street 750 Harley-Davidson’s first all-new platform since the V-Rod, and like that bike it uses a liquid-cooled engine. It’s been designed to tempt new riders into the Harley-Davidson world – and it really is a brilliant introduction. The Street may be inexpensive, but there are no obvious signs of it being built to a budget. On the contrary, it looks and feels like a much more expensive machine.
In town the Harley-Davidson Street 750 excels. Few cities have more traffic lights than Barcelona but, rather than being a pain, they were fun on the 750, thanks to the instant and addictive torque (44lb.ft) produced by the 749cc Revolution X engine. Accelerating from the lights it was faster than the larger (and more expensive) 48 and Iron 883.
Perhaps even more encouraging for those who have always been put off the Harley dream by fears about unfamiliar controls and an unusual riding position, the Harley-Davidson Street 750 is a breeze to ride. The ignition is where you’d expect it to be (rather than tucked away down a fork leg), the indicators use a single switch (not Harley’s usual twin-switch system), and the Street’s footpegs don’t give it a feet-forward riding position.
It’s light too - at 229 Kg, Harley-Davidson Street 750 is the lightest bike Harley have produced for decades. That means it stops well, with a single brake disc and two-piston caliper for each wheel, though there’s currently no option for ABS. It’s highly manoeuvrable too – another concern among Harley customers. In keeping with the Street’s urban aspirations, the steering lock is excellent and allows for easy darting through busy city traffic. Ground clearance is far better than you’d expect from a Harley too, so once you’re cruising at motorway speeds, the lack of wind protection might prove a limiting factor over distance – as might the 100-mile tank range.
Surprisingly, there’s an almost total lack of the engine vibration that you’d normally expect to feel through the bars and pegs of a Harley-Davidson. The Harley-Davidson Street 750 feels far more smooth and refined, and that goes for the engine noise too. It still sounds – and feels – like a Harley-Davidson, but it’s not as hardcore as other models. Gone is the thumping “potato potato” effect, replaced by a more sophisticated growl.
The Harley-Davidson Street 750 ticks all the boxes for an entry-level bike. If you’ve been sitting on the Harley fence, tempted to buy one but put off by price and an unfamiliar riding experience, put those fears aside: access to the world’s most famous biking brand has never been easier...
Service Schedule
- First Service : 1000 Miles
- Service Intervals : Every 5000 Miles
- Fuel Economy : Claimed Consumption: 49 Mpg
- How to Pay for It : Cash price is £5795 for the ‘vivid black’ version of the Harley Davidson Street 750, or £5995 for the other colours, including red and blue. Harley’s own PCP finance scheme starts with a deposit of £999, then 36 fairly meagre monthly payments of £79, and an optional final payment of £3115.64 – for a total amount payable of £6958.64.
Options & Accesories
Like all Harley-Davidsons, the Street 750 is well suited to customisation and there are already more than 90 parts and accessories available for the bike. These currently include the Daymaker LED headlight (below), As well as different wheels, bars, pegs and grips, with lots more to come. The Street comes under Harley’s Dark Custom umbrella, referring to the underground cult of stripping back and blacking out bikes rather than pimping them with chrome and bling.
Harley Davidson Street 750 Specs
Engine : 749cc, SOHC, 60° V-Twin, 4-Valve per Cyl, Liquid-Cooled
Power : 57,6 HP @ 8.000 RPM
Torque : 44lb.ft @ 4000 RPM
Transmission : 6-Speed, Belt
Chassis : Steel Double Cradle
Front Suspension : 37mm Forks, 140mm Travel
Rear Suspension : Twin Shocks, Adjustment Preload
Front Brake : 300mm Disc, 2-Piston Caliper
Rear Brake : 300mm Disc, 2-Piston Caliper
Front Tyre : 100/80 R17
Rear Tyre : 140/75 R15
Wheelbase : 1.534mm
Rake/Trail : 32°/115mm
Seat height : 710mm
Kerb Weight : 229 Kg
Fuel Capacity : 13.1 Litres
Price : £5795 (Colours £5995)
Why We Choose Cruiser Motorcycle ?
Choppers, customs, cruisers - whichever term you use, you are referring to a distinctly American style of motorcycle. The American landscape, both social and geographical, shaped this style of motorcycle into its present form.
As the history of motorcycle, many of the restless soldiers returning from Europe and Asia after World War II chose to explore the United States on motorcycles, but the motorcycles available didn’t suit them all that well. Outlaw bikers called the big Harley-Davidson touring bikes of that time "garbage wagons", because they considered all the accessories and extras mounted on them garbage.
In fact, Bylaw Number 11 of the original Hell’s Angels charter states : An Angel cannot wear the colors (club insignia) while riding on a garbage wagon …. The first thing most outlaws did was chop off all superfluous parts, which to them was anything that didn’t help the bike go faster: fenders, lights, front brakes, whatever. Hence, the term chopper.
Choppers came to symbolize the outlaw motorcycle contingent, the infamous onepercenters. By the 1960s, these bikes had evolved into radical machines far removed from the intent of the original customized bikes, which was improved straight-line performance. Anyone seeking outright performance would ride a Japanese or British bike. Harley had long since given up the pretense of producing sporting motorcycles.
People rode Harleys to look cool, and nothing looked cooler than a Harley chopper. The extended forks and modified frames of these motorcycles made them nearly impossible to ride, but the owners didn’t seem to mind. Riding a motorcycle with unsafe handling characteristics seemed to be another way of letting society know the rider didn’t care if he or she lived or died.
Over the years, such machines gained in popularity - even as they declined in practicality - but manufacturers seemed not to notice. It wasn’t until the 1970s, after decades of watching American riders customize their bikes, that the manufacturers got into the act and began offering custom-styled bikes.
The birth of the factory custom can be in large part attributed to one man: Willie G. Davidson. Willie G., as he is known, worked in Harley’s styling department, but he was also an avid motorcyclist who knew what people were doing to their bikes. One popular customizing technique was to take the fork off of a Sportster and graft it onto a stripped-down big-twin frame, so Willie G. did just that at the factory. The result was the original Super Glide.
The Super Glide model, offered in 1971, was not a screaming success, due in part to a funky boat-like rear fender (known as the Night Train fender). The next year, Harley gave the bike a more conventional rear fender and sold thousands of Super Glides. Harley wasn’t the only company working on a custom-styled bike. The British manufacturer Norton also developed a cruiser in the early 1970s. Unfortunately, its cruiser, the ungainly High Rider, wasn’t well received. The bike only contributed to the company’s eventual demise.
Kawasaki was the first Japanese company to test the factory-chopper waters, introducing its KZ900LTD in 1976. The kawasaki cruiser motorcycles featured pull-back buckhorn handlebars, a teardrop-shaped gas tank, a seat with a pronounced step between the rider and passenger portion, and a liberal dousing of chrome plating. These bikes forced the rider into a backward-leaning riding position (raising unbridled hell with his or her lower back), but otherwise, they were still functional, useful machines. As the decade progressed, the Japanese stuck to this formula. This approach had a limited future; the real future of cruisers was being forged elsewhere, by Willie G.
Two of Willie G.’s creations in particular proved to be the models for today’s cruisers: the Low Rider, introduced in 1977, and the Wide Glide of 1980. Study these bikes, and you’ll see elements of every cruiser now produced. The bobbed fender of the Wide Glide can be found on cruisers from Honda, Suzuki, and Kawasaki. The kickedout front end and sculpted fenders of the Low Rider hint at the shape of Yamaha’s Virago. These two bikes are arguably the most influential factory customs of all time.
What of the Japanese ? As the 1980s progressed, Japanese manufacturers got closer and closer to building motorcycles that looked like Harley-Davidsons. But they have taken cruiser styling in new directions, too. Honda now builds its Valkyrie, a massive, six-cylinder cruiser. Yamaha cruiser motorcycles Royal Star looks as much like a classic Indian motorcycle as it does a Harley-Davidson. And BMW’s cruiser, the R1200C, doesn’t resemble any other motorcycle on the planet.
This segment of the market is thriving, and for good reason: Cruisers are easy bikes to live with. Many of them are nearly maintenance-free. They look good, and when outfitted with a windshield, are comfortable out on the road. They may not handle as well as sportbikes, nor haul as much gear as touring bikes, but in many ways, they fulfill the role of a standard, all-around motorcycle. Many riders don’t ride a motorcycle to get from point A to point B as quickly as possible. They just like to ride. If that describes you, you might be cruiser material.
( 2010 ) NEW VICTORY VEGAS LE
NEW VICTORY VEGAS LIMITED EDITION Motorcycles acclaimed its 10th anniversary. If youre a algebraic adept you apperceive that 2010 adds one added year, for a absolute of 11 years active for the Medina, Minnesota-based bike maker. And for eight of those 11 years the Vegas has been allotment of the Victory archetypal family. This year doesnt mark a anniversary for Victory, or the Vegas for that matter, but the aggregation still begin a acumen to bless something.
VICTORY VEGAS LIMITED EDITION WALLPAPER
To admire antagonism efforts of Victory motorcycle owners whove subjected their Vics to the rigors of antagonism the Bonneville Salt Flats the aggregation crafted a limited-edition Vegas. We capital to account racers that accept brought Victory Motorcycles to the Bonneville Salt Flats, says Victory Product Administrator Gary Gray. Bonneville is one of the best acrid antagonism environments on the planet, and racers such as Gregor Moe, Laura Klock of Klock Works, Matt Waring of MBW and others accept helped appearance the abeyant of our motorcycles to the world. Not advancing to a banker abreast you. The 2010 Vegas LE was fabricated in one baby batch. Were you one of the advantageous ones to affirmation a Vegas LE?
Not advancing to a banker abreast you. The 2010 Vegas LE was fabricated in one baby batch. Were you one of the advantageous ones to affirmation a Vegas LE? Beyond advantageous admiration to Bonneville, the Victory aggregation saw the adventitious to ability addition Victory to be appreciative of.
VICTORY VEGAS LIMITED EDITION ENGINE
The accuracy is that the Victory engineering and architecture aggregation is appealing adolescent and accessible to new ideas, said Victorys alien relations manager, Roberr Pandya. When the achievability of slapping the 106 (cubic-inch) Stage 2 into the Vegas came up it was a aural Hell yeah! It’s a different bike that will be a attenuate afterimage on the artery for sure. The active force and key aspect of the LE is the 106-cubic-inch, 6-speed V-Twin with Stage 2 cams. Victory says the Vegas LE is the quickest Victory ever.
( 2010 ) NEW VICTORY VEGAS LE
NEW VICTORY VEGAS LIMITED EDITION Motorcycles acclaimed its 10th anniversary. If youre a algebraic adept you apperceive that 2010 adds one added year, for a absolute of 11 years active for the Medina, Minnesota-based bike maker. And for eight of those 11 years the Vegas has been allotment of the Victory archetypal family. This year doesnt mark a anniversary for Victory, or the Vegas for that matter, but the aggregation still begin a acumen to bless something.
To admire antagonism efforts of Victory motorcycle owners whove subjected their Vics to the rigors of antagonism the Bonneville Salt Flats the aggregation crafted a limited-edition Vegas. We capital to account racers that accept brought Victory Motorcycles to the Bonneville Salt Flats, says Victory Product Administrator Gary Gray. Bonneville is one of the best acrid antagonism environments on the planet, and racers such as Gregor Moe, Laura Klock of Klock Works, Matt Waring of MBW and others accept helped appearance the abeyant of our motorcycles to the world. Not advancing to a banker abreast you. The 2010 Vegas LE was fabricated in one baby batch. Were you one of the advantageous ones to affirmation a Vegas LE?
Not advancing to a banker abreast you. The 2010 Vegas LE was fabricated in one baby batch. Were you one of the advantageous ones to affirmation a Vegas LE? Beyond advantageous admiration to Bonneville, the Victory aggregation saw the adventitious to ability addition Victory to be appreciative of.
VICTORY VEGAS LIMITED EDITION ENGINE
The accuracy is that the Victory engineering and architecture aggregation is appealing adolescent and accessible to new ideas, said Victorys alien relations manager, Roberr Pandya. When the achievability of slapping the 106 (cubic-inch) Stage 2 into the Vegas came up it was a aural Hell yeah! It’s a different bike that will be a attenuate afterimage on the artery for sure. The active force and key aspect of the LE is the 106-cubic-inch, 6-speed V-Twin with Stage 2 cams. Victory says the Vegas LE is the quickest Victory ever.
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