Think about Harley-Davidson motorcycles and your mind creates a slideshow of large-sized, heavyweight, iron horses that create micro earthquakes with their signature rumble.
But, did you know that Harley-Davidson actually produced small capacity bikes in their 100+ year old history? Yes, they did. Some worked, some were goofy, but all are gone.
However, there are rumors that the Motor Company will start producing smaller bikes again. The motorcycle buyer demographic has shifted over the years to smaller, cheaper and easier to ride bikes, so the mutterings may turn out to be true.
Let’s take a look at a few of them.
Not everyone could afford and handle a Panhead, so the Motor Company decided to make a more accessible bike. The S-125 was a direct copy of the 1938 DKW RT125 two-stroke. Well, Harley didn’t “copy” the DKW illegally, instead the design was given to the USA a part of Germany’s war reparations.
As such, the same bike is seen as the BSA Bantam in Great Britain, Minsk in the USSR, Yamaha YA-1 in Japan. But it was also produced almost everywhere including Poland and Italy.
The Topper was a rebadged DKW. It was powered by a 165cc, air-cooled two-stroke which needs to be started by pulling a cord, like you would a lawnmower. Sold until 1965, the first generation used the “Scootaway Drive” CVT. However, the belt fell prey to road grime and other contaminants, causing it to slip constantly. So, the updated 1961 model came with a sealed final drive.
Harley bought an Italian company called Aeronautica Macchi, better known as Aermacchi. The result was a slew of lightweights. The bike was fun, according to classic motorcycle aficionados, but Harley fans didn’t like it.
The Bobcat is the successor to the S-125. It had a novel feature of one-piece molded seat, tank and rear fender. Harley didn’t make many Bobcats but its styling influenced the “boattail” Low Rider, XLCR Sportster, Triumph X75 Hurricane and Spanish Bultacos and Ossas.
Yes, it isn’t a motorcycle per se, but Harley is a motorcycle manufacturer. The American Machine and Foundry Corportation (AMF) owned both Harley and hence Aermacchi at the time. Besides the boom for mini bikes, the 70’s was also a boom time for snowmobiles. It started out with a 398cc two-stroke, before going up to 433cc. Nearly 10,000 were made by the time it went out of production in 1975.
That isn’t a typo, you read it right – Shortster. It was the Motor Company’s entry into the minibike craze during the time (read: Honda Monkey), besides introducing the brand to kids. Harley’s plan didn’t work, of course. Folks flocked the cheaper and more reliable Monkey.
Four-time Grand Prix World Champion Walter Villa worked with Aermacchi to develop this 250cc two-cylinder two-stroke. He beat out Yamaha in the Italian GP at Monza in 1974 and 1975.
The SS350 was a two-stroke single, the last from the Harley-Aermacchi venture. Harley’s involvement in the lightweight market was also coming to an end, having being beaten by the Japanese manufacturers.
The setting of Harley-Davidson of Petaling Jaya (HDPJ) has truly benefitted Harley owners. As part of a service to owners, HDPJ played host to Kingz Motorcycle Group (MG) as a stop on their wide-ranging ride over the Malaysia Day weekend, from 14th to 16th September 2018.
The ride is part of a larger event called Eat, Travel, Ride International 2.0. The program is sponsored by the Ministry of Tourism Malaysia, among others. The ride covers Kuala Lumpur, Pahang and Terengganu.
Kingz MG’s riders began the ride at the KL Tower and proceeded to Muzium Negara (National Museum) for a photoshoot and rode to HDPJ afterwards for another round of photoshoot.
HDPJ supported the ride by providing a support truck and technical personnel in addition to Lucky Draw vouchers for the ride’s annual dinner when the group reaches Kuala Terengganu. HDPJ Assistant Director, Chris Ruxton presented the group a plaque as a sign of support for the brotherhood.
It was a straight shot to Cherating for lunch before hooking up with Iron Head MG in Kemaman, Terengganu. The group stopped for the night at Marang.
Other activities planned for the ride were stops and photoshoots at unique attractions in the East Coast such as the Masjid Kristal (Crystal Mosque), Pantai Penarik, lunch at KT Durian Burung, an orphanage, Pantai Monica, all in Terengganu.
The total ride distance is 460 km, return. There were more than one hundred participants, not counting those from Iron Head MG.
Wow, just wow. Wow again. Could anyone have ever imagined that Harley-Davidson would be producing something as radical and out of this world as this? Meet the Pan America, a dual-purpose bike by Harley-Davidson that has been confirmed for production.
Harley-Davidson’s have always stayed true to their design and heritage, and even when they built wild performance bikes, they still looked like a proper Harley. So it is good to see such an iconic brand breaking out of its self created mould and venturing past its comfort zone.
It is obviously an adventure-touring motorcycle, the likes of a BMW GSA or a Ducati Multistrada, this Harley-Davidson Pan America will probably be positioned upmarket to retain its exclusivity, but yet at the same time, be hardcore enough to take Harley owners to places they could never before venture into. Hello mud and sand and rocks and everything else that a Road Glide doesn’t like.
The Pan America is powered by the same 60-degree 1,250cc engine that is powering the also freshly introduced Harley-Davidson Custom. The engine may probably be tuned different to offer more pulling power typical of a dual-purpose motorcycle.
There are some other typical DP features here too, such as the trellis rear subframe, an aluminium skid plate, Brembo high-performance brakes, and a chain drive.
According to online reports but unconfirmed by Harley-Davidson, the frame uses a cast middle section that connects the swingarm and subframe with a large backbone. This then connects to the inverted fork. There is no information yet about the overall suspension package, but you can expect it to be comfortable.
Up front, the design of the bike is seriously unique. Love it or hate it, the blunt nose and long, horizontal headlight is typical Harley-Davidson, and the three-piece windshield is also adjustable.
Harley-Davidson has been making bikes that are able to comfortably crunch miles, so it is probably not too much to assume that the Pan America will probably be a very capable mile cruncher, considering the very wide and very flat seat.
As you can see from the promotional video below, the Pan America seems to be a very capable bike. And considering the fact that Harley-Davidson has massive resources and a very capable R&D department, the Pan America might just be seriously good at what it does from the get go. But whether or not it will be a true to form dual-purpose bike like the Yamaha Super Tenere or even the Triumph Tiger XCX remains to be seen.
It may still be over a year away, but Harley-Davidson has confirmed that this prototype will make it to production for the 2020 model year, which means the production version will be unveiled around the second or third quarter of next year.
Called the Streetfighter, the new Harley-Davidson is powered by a new multi-purpose engine that will power at least three other models.
The water-cooled V-twin engine has a capacity of 975cc and features a 60-degree V configuration with large cylinder heads that hide a pair of double overhead camshafts. As you probably already figured, this will help provide the power and performance that has come to be expected of modern Harley-Davidson’s.
The Harley-Davidson Streetfighter is said to utilise a tubular steel frame that is said to be similar to the new custom and roadster models. However, the massive swingarm is unique to the Streetfighter and is in charge of ensuring the bike is manoeuvrable in corners with masses of grip during fast-paced rides. You don’t expect a bike called Streetfighter to perform poorly around the bends now do you.
Though it may be different on the production model, but the prototype rolls on 17-inch spoke alloy wheels shod with Michelin Pilot Power 2CT tyres measuring in at 120/70-17 at the front, and 180/55-17 at the rear.
Keeping performance in check are a pair of cross-drilled discs up front with a radial-mounted Monoblock callipers from Brembo. The rear on the other hand is managed by a Harley-Davidson branded opposed-piston caliper and single cross-drilled rotor.
As is visible in the photos here, this prototype uses a belt final drive. While suspension set up consists of an inverted fork up front and a vertically mounted shock absorber at the rear.
The new Streetfighter is a more aggressive bike ergonomically with rear-mounted foot controls and a tallish handlebar with rearview mirrors perfectly integrated into the ends of the handlebar. And what is most visible here is the deep cutout on the fuel tank for the rider’s knees, giving riders something to grip on to with during heavy braking.
We will share more information about the new Harley-Davidson Streefighter as it becomes available.
Remember Terminator 2: Judgment Day?
The movie began like one of those bar jokes: A T-800 walked nude into a bar.
Anyway, he scanned the patrons one by one, while they stared at him in bewilderment. He picked out a biker dude and delivered one of the ballsiest lines in Hollywood, “I need your clothes, your boots and your motorcycle,” demanded the T-800 said in a thick Austrian accent (SkyNet must’ve been programmed by Hitler, such). In the ensuing bar fight, the bike gang got a beat down, ending with the biker donating his clothes and motorcycle… willingly.
He walks out the bar and scanned the bikes parked outside, picking out a Harley-Davidson FLSTF Fat Boy. The T-800 gave it a smoky burnout and powerslid away (called “drift” these days), to George Thoroughgood’s iconic song, “Bad to the Bone.”
That very motorcycle was ridden by Arnold Schwarzenegger himself in the movie and was part of the “Icons & Legends of Hollywood” auction recently. Against an estimated sale of between USD 200,000 to 300,000, it sold way over at USD 480,000.
The Fat Boy had been launched in 1990, just ahead of the movie’s release in 1991. As a result, the Fat Boy became of Harley’s best-selling models until this very day. Even Harley’s employees attributed the bike’s success to the movie, which was itself one of the highest grossing movies of all time.
Later in the film, the bike was also part of one of the most thrilling and hence iconic vehicle chase scenes of all time, when Arnie’s character, the T-800, rescued a young John Connor on a Honda XR from being crushed by the T-1000 on a big rig tow truck.
Also listed among the items on auction was the “punk” leather jacket worn by Arnie’s character in the film, along with all the bloody bullet holes. It sold for USD 24,000!
Hasta la vista, baby.
Jumping from the Road Glide to the Street Glide was a revelation of sorts. I have never been a fan of the latter, but have to admit that it rides pretty damn good. But before going forward, below is a video review of the bike.
The classic rounded headlight together with the fork mounted fairings are almost unchanged since it was first introduced back in 1969. The fairing was and is still known as the “batwing”.
That fairing soon became iconic, and while earlier models were removeable, later versions were not as the all the necessary meters were moved onto the fairing, which is still the way it is now.
Good looks are subjective, “beauty in things exists merely in the mind which contemplates them” said someone smart named David. So even though I may prefer the Road Glide, it is the Street Glide that won the opinion of the day.
“It looks great and handles great as well,” were some of the opinions over dinner. Comments about the sitting position as well as the front end feel were shared during lunch and dinner. If you read part 1 of this review (you can read it here), you may remember that I have been a fan of the Road Glide.
And when it comes to appreciating the two Glides, there seems to be an accord of sorts that suggests you must choose either model, you may not like them both. Don’t believe me? Try looking up a forum on HD’s.
But I have a problem, I may be a fan of the RG, admittedly the Street Glide was a lot more confident in the corners. You sit more upright as compared to the RG, and your legs are closer to you. You’re generally in a more commanding sitting position than the Road Glide, which is more laidback and relaxed.
Another significant difference between the SG and the RG other than the sitting position is the fairing and the way it is mounted.
The RG has its fairing mounted onto the frame of the bike which then frees up the front end from additional weight, giving the front end a lighter feel, note how the lights point straight ahead though the wheel is turned (above).
The SG on the other hand has its fairings mounted onto the forks. The weight of the fairings together with everything else like the meter panels and the entertainment system then bogs down the front end (above). Somehow, that works to the SG’s advantage as the front end feels more planted when throwing it into a corner.
But truth be told, I did not spend as much time with the SG as I would have liked to. Before the ride, we were told that we could switch bikes at the first photo stop, but by then everyone had become so used to the bikes they started off with; phones synced to the entertainment system and their stuff comfortably in the boxes that the only time I ever rode the SG was for the photoshoot. I spent a few hours riding the RG but just a few minutes riding the SG, unfortunately.
However, the purposeful handling of the SG is apparent from the moment you take off. And because our shoot location was riddled with corner after corner, fast and slow, it was perfect testing grounds for the SG.
It took just a few corners to tell that it is more obliging in corners, eager to lean in and braking felt better too. That is probably because the SG is lighter, but just by about 11kg. The handlebars are slightly different as well, but not enough to make a big difference in overall handling of the bike.
Even in the power department both bikes are the same. The SG too is powered by the same 1745cc Milwaukee-8 engine that produces the same 150Nm of torque from 3250rpm. And is mated to the same 6-speed gearbox.
So when it comes to picking one over another, the biggest difference is of course the design of the bikes. The handling is of course different, and that is because of the seating position and the way the fairings are mounted. Other than that, both are perfectly identical bikes (watch our video review of the Road Glide, above).
The RG feels a lot more planted and confident on the highways, and the bigger fairing does a better job at keeping the wind away from you as well. The SG feels better in the corners. Both have massive power. As for the overall feel, some people prefer the compact feeling which the SG provides, while others like me prefer a roomier feel with the meters placed further away, as is the case with the RG.
The roads we were riding on in Croatia seemed to be better suited to the SG, and there were moments where the RG was struggling to keep up. But if I had to choose, it would be the RG. If I wanted something fast and nimble in corners, I would get something better suited to corner carving, the Harley-Davidson touring models are suited for leisurely, comfortable riding and it is in that aspect that the Road Glide outshines the Street Glide.
The Street Glide is now available in Malaysia at RM174,700, which is the same price as the Road Glide.
Watch the highlights from our ride in Croatia in the video below:
A group of Harley-Davidson bikers thundered through the roads of Petaling Jaya on a Saturday morning to the National Kidney Foundation (NKF) headquarters, all for a good cause. The Kelab Motorsikal Helang Malaysia, which is more commonly known as HTC MC and is well known for supporting charitable deeds regularly, raised RM38,500 to purchase a Dialysis Machine for NKF. Mr Chua Hong Wee, NKF’s CEO was there to receive the machine from one of the founding committee, Mr Tou G.
After 5 years of riding Harley-Davidsons, the club continues their charitable works with the contribution of a dialysis machine to NKF, which will inevitably help the needy. This motorcycle club was formed by a small group of riding friends who were passionate about riding Harley-Davidson motorcycles. Through the regular rides and charity events, the bond of friendship and brotherhood within HTC MC remains strong.
Since 1969 NKF strives to raise the standards of care to needy patients with kidney failure. Spending more than RM30 million annually through subsidizing dialysis treatments to 1,600 patients by utilizing 477 Dialysis Machines located in 26 centers nationwide. Each treatment costs RM163.00 of which the patient only pays RM40.00. The Malaysian government subsidizes RM50.00 and NKF pays the balance of RM73.00 for each patient. The average lifespan of each machine is about 7 to 10 years and at 75% efficiency it will help approximately 822 chronic patients each year.
HTC also welcomes partnership with suitable corporate companies for future CSR programs and projects. For more information and other enquiries, please contact Alvin Seah at +60127827787 or Lim Joon Seong at +60123813122
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