Chris Takes A Spin On The Sportster S

his will not be an article to help you deal with the anxiety of losing the Evo Sportster. Harley-Davidson’s brand-new Sportster S is just that, brand new. A new day, a new direction, and a completely different model. 100 years after HarleyDavidson’s founders arrived in the United States, the world saw the birth of the Sportster. It was the quick kids’ bike of the day and Harley’s answer to the smaller European brands that were more appealing to younger riders. That model evolved through the engine families until the Evolution, but then never went beyond, is with good reason. The Evolution Sportster was bulletproof and had plenty of power. Little more was needed for this model as the big brothers all moved through Twin Cam and then M8’s. But with the inception of the Revolution max, the possibility of a new mill for Sporties came about. The new Sportster S was announced in a worldwide digital release, and in it is the future of the model, and I’m sure what HarleyDavidson hopes to be their future as well.

At the first hint that Harley was about to readdress the iconic Sportster brand, I was skeptical. I had seen the ideas of a flat track inspired bike and the Bronx. Still, I think part of me knew that the standards they would have to meet for modernday manufacturing, coupled with the need to update this age-old product line, would demand that a new breed come about. Well, that is precisely what they did. While many from the core will have the knee-jerk reaction, it may be the first time that Harley hit a trend so squarely when it comes to the emerging performance segment. The younger audience that comes along with them is one of the strongest segments of growth today. Let’s face it, very little about the previous Sportster family was going to grab their attention. So instead of spending more time lamenting

tthe loss of the Evo Sporty, which by the way, will be available in the used market after we run out of Oil on planet earth, let’s take a look at what Sportster S is. EVERYTHING AND THE KITCHEN SINK I have to say that it was somewhat refreshing to hear buzz words in the presentation Harley gave the media on this new offering that somewhat suggested that this is actually the “evolution” of many products and much of the history of HarleyDavidson’s growth. These would be terms like “Mass Centralization” and “Frame Rigidity” both of which started being used back in the Buell days. Other terms like: “Modular design” and a “new power train” were key in the V-Rod from inception. The styling cues that came from the XR750, The Fat Boy and Fat Bob models all add up to a motorcycle that is actually more than the sum total of its parts but carries a rich and deep history with it. For starters, the amount of technology built into this motorcycle is staggering. We can start off with a quick understanding for those not already hip to the Pan American, with the “ride mode”. There are

three separate ride modes to assist riders for various riding conditions, and experience levels, I would wager. Riders can select from Road, Rain or Sport modes and even have the option of customizing two additional mode settings to affect the technical assist features to their liking. So, what does that mean? Well, this motorcycle is outfitted with ABS, Curve ABS, Traction control, Curve traction control, FLP or “Front Wheel Lift Prevention”. The ride mode affects each of these components in different levels depending on the mode you select. Additionally, it also controls the amount of throttle response for each mode, rain mode having a lower throttle response to prevent spin out in wet conditions up to Sport mode that has the maximum amount of throttle response. As we rode through the canyons outside of LA testing this bike, I made sure to work through these modes. It was very noticeable, not only in the take off and acceleration but in the braking and handling. I could definitely feel the bike interacting with choices I was making and situations I put it in.

The display has to be mentioned as well as far as advancements in technology. While at first glance before you start it, this would seem to be a traditional rider mount speedo, it is in fact a modern central information bank. Of course, that’s not what they call it. It’s a four-inch round LCD Display that contains all the instrumentation, and infotainment generated by the riders bluetooth equipped mobile device. Navigation and music integration, Ride mode, alerts, all the bells and whistles are accounted for. NUTS AND BOLTS

One thing that needs to be addressed right off the bat is that this is not a little brother to the V-Rod. Other than having a DOHC 60-degree V-Twin, everything else about it is different. To start, the chain driven DOHCs are complemented with hydraulic self-adjusting lifters. There are four valves per cylinder, these are both smaller and have port dimensions that differ from the Revolution MAX engine found in the Pan-American, hence the different cubic centimeters. The cylinders are 4.13 inch bore with a stroke of 2.85 inches giving it a displacement of 76.4 inches or a total of 1252cc. The Sportster S is fueled by an electronic sequential port fuel injection system that breathes through a downdraft intake and tuned velocity stacks. The lubrication system is another place where Harley made advancements in technology, now a semi-dry sump, keeping the mass of the internal engine components from having to move through an oil bath to be adequately lubricated. The power delivery comes in at a reported 94 ft lbs. of torque and 121 peak horsepower at 7500 rpms. The Revolution Max is liquid cooled and makes power throughout the range, no seriously! There wasn’t a place where I found the bike was under power. If we went hot into a turn and I was high in the RPM range, it still had power, if it was a gear too low all I had to do was roll it on. Nice Job!

While the bike sits a small amount higher (29.6 in unladen seat) and a few inches longer (89.2 in) than previous versions of the Sportster, it still manages to feel like a bike that you are in rather than one you are on. As we got into the talk of what engineering went into the construction of the Sportster S, it was apparent that with the opportunity to redesign opened before them, Harley’s teams were going all out.

The frame is a stressed-member, high strength low alloy steel trellis frame with stamped, cast, and forged junctions and an all MIG welded, aluminum forged mid-structure. A high strength, low alloy steel, tubular sectioned, stamped x-member and forged axle junctions

make the swingarm an important part of that handling, which I fear, may be the first part of the bike that the aftermarket wants to change out. This all adds up to a tight rigid frame that provides more confidence as you push the apex of a curve at speed. The suspension is all about the rider with front 43 mm inverted forks featuring compression, rebound and spring preload adjustability and an aluminum fork triple clamp. Rear suspension is a Linkage-mounted, piggyback mono shock with compression, rebound and hydraulic spring preload adjustability. The rear suspension adjustment is located just at the back of the seat so it can be adjusted as you go down the road, which we did a lot of, hopping from bike to bike that day. Once you find your personal perfect spot, it rides like it was made for you. Overall, the bike has 34-degrees of lean angle to both sides and 3.66 inches of static ground clearance, making it more than

capable of aggressive maneuvers.

FINAL IMPRESSIONS

Bottom line is this thing may or may not deserve to be called a Sportster by the standards put forth by the purist but there are some undeniable factors here. This thing has more technology than any other Sportster before it. It is faster than any other Sportster ever and if HarleyDavidson has a prayer of keeping up to some of the other manufacturers and what they are offering in the mid-weight class, it had to come to this. Sportster S is a huge leap into the future for Harley and I feel that the timing is perfect. While the price point may be my only criticism, (at $14,999)I feel that this may take the Sportster S out of the entry level bike market for them. I do however know exactly where that money went, and it is more than a value for what you get. I would get your money read boys and girls cause this thing is gonna go fast when it hits the dealerships.