Motorcycle: Lowriders Dynas - FXDX Dyna Superglide Sport, 1999 - Present
Date: Sunday, October 31 @ 14:42:39 UTC
Topic: Motorcycle, Motorcycles, Motor Cycle
FXDX Dyna Superglide Sport, 1999 - Present
The FXDX Dyna SuperGlide Sport is much more than just the first model to be fitted with the new Twin Cam powerplant. True, the 88.42cu in (1,449cc) engine will attract the most fuss and gives the latest Dyna more get-up-and-go than any previous Milwaukee model, but the rest of the bike offers even more surprises — this is a Hariey that stops and handles. For once, the "Sport" in the title means what it says.
Compared to the 80-inch Evo, the Dyna's blacked-out Twin Cam 88 engine inns a bigger 3in (95.25mm) bore with a shortened 4in (101.6mm) stroke. Despite a ten per cent increase in capacity, the result is a powerplant that spins up faster yet with less vibration and a higher rev ceiling of 5,500rpm. The high-pressure, die-cast aluminium crankcases possess a strengthened vertical rear face across which four high-tensile bolts connect the engine to the five-speed transmission. The resulting structure is more rigid than before, reducing stress on the inner primary drive and reducing overall vibration levels. The crankcases themselves are lighter and stronger due to design changes in high-stress areas, redesigned tappet guides and the relocation of the oil pump. Chain cam drive, in place of the previous straight-cut gears, is not only cheaper to produce but also one of several measures aimed at reducing mechanical noise in the face of increasing environmental concerns. Great effort has also been put into improving even the Evo's record of durability, with the all-new pressed-up crankshaft featuring new forged flywheels, beefier connecting rods and an uprated crank pin — all of which should easily withstand the Twin Cam's prodigious torque — over 781b/ft (106 Nm) at a mere 2,900rpm. O-rings replace the Evo's cylinder base gaskets, allowing a sturdier and more oil-tight joint between the crankcase and cylinders, as well as enhancing temperature tolerance and reducing bore distortion. Of course, Harley's trademark air-cooling is retained, but a 50 per cent increase in fin area on the cylinders and cylinder heads improves its effect.
If the 88's eager power makes it a real joy to ride, the chassis is at least as rewarding. The frame is substantially similar to previous Evo-engined Dynas, with the same highly effective rubber mounting system insulating rider and passenger from vibration. By the standards of many Harley-Davidson heavyweights, the Dyna runs relatively little trail at just over 4in (104mm) and thus turns more eagerly, but it's the suspension that makes the difference — as big a departure as was the DuoGlide's more than four decades earlier. Both the forks and the
Japanese Showa rear shock absorbers now feature full adjustment of preload, rebound and compression damping.
Whatever type of riding you have in mind, the Dyna can be adjusted to suit.
Winding up the damping at both ends wont turn the 614lb (279kg) FXDX into a sports bike, but it certainly allows it to comer like no previous big Hog. It still wallows to a degree through fast, bumpy turns, but handles with reassuring precision even at three-figure speeds. Ground clearance is also better. When the time comes to slow down, the latest
Dyna is up to the challenge, thanks to a trio of four-piston Hayes calipers biting hard on 11 1/2 in (292mm) discs.
Cosmetically, the newcomer sports the same understated lines as previous
Dynas, with flat, dirt track style handlebars, a low-line saddle, acres of moody black and a relatively restrained sprinkling of chrome.
Maybe that's just how it should be, for perhaps more than any other
Milwaukee musclebike, this is the Bone that least needs to shout
Bit" about its virtues.
Engine: air-cooled ohv V-twin
Capacity: 88.42 cu in (1,449 cc)
Power: 86 bhp
Wheelbase: 64 in (1,623 mm)
Weight: 614 lbs (279kg)
Top speed: 115 mph (185 kph)
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