First Ride: 2007 Harley-Davidson Range

Over there we have the '06 bike," the marketing chief at H-D UK waved at the Heritage Softail as it fired up with a clatter, settling into its familiar patent-pending 'potato-potato' muffled rumble. "...And over here we have the '07 bike," he proclaimed, as another Heritage Softail fired up with a clatter, settling into its familiar patent-pending 'potato-potato' muffled rumble.

Fine by me, I thought, the last thing I want Harley to do is change. That said, change is being imposed upon it. The most important challenge for Harley-Davidson in the 21st Century is to retain the traditional look and feel of its big air-cooled 45-degree V-twin and meet increasingly stringent emissions and noise laws. Extra 'performance' on top is all grist to the mill. Actually it's not extra performance, more 'power delivery enhancement'.

The '07 model year bikes are in the shops now, equipped with engines that see them safely over Euro 3 emissions hurdles which until recently looked like spelling the end for the lazy thumper as we knew it. Actually, Harley seems to have ducked under the hurdle rather than leapt it. Its new Active Intake and Exhaust system comprises ECU controlled valves in the airbox and exhaust pipes which shut at convenient moments in the homologation 'dive-past' tests. Bit like hitting the brakes going through a Gatso, then winding it on again. Whatever - they didn't write the rules, did they? If it were up to Bill Davidson and his mates, I've no doubt all Harleys would have straight-through pipes and sound like God on the bog.

In case you're confused as to what's on test here, Harley-Davidson engines come in three shapes: the V-Rod VRSC 'Revolution' motors (1130cc liquid-cooled, 60-degree V-twin performance cruiser), the smaller entry-level Sportster in 883 and 1200cc capacities and the giant 1584cc (96 cubic inch) cruiser engine. The latter is what we're testing here, the same motor powering the four model families.

The engine has been given a thorough revision with an all-new drive-train featuring a six-gear box with quieter, helical gears.

The motor is stroked up from 1450cc and the compression ratio raised from 8.9:1 to 9.2:1.

The sixth gear struck me as a little strange: massive torque, massive displacement = another ratio? I did use sixth on the country roads of the test route, but kept nudging back down a cog to pick it up. It's a motorway overdrive, essentially, for a more relaxed, economical high-speed cruise.

Other engine improvements aim to reduce wear and maintenance. The drivetrain is completely revised. Back-to-backing the '06 and '07 models showed the engine to have noticeably less mechanical clashing and an all-round more progressive delivery; an incrementally more satisfying ride, in short. Acceleration is more brisk low down and the gear shift is cleaner.

As for which model is best, well that's your choice. The Dyna family's Street Bob is the entry level big-incher; a bare canvas upon which to begin your customising. I'd start with the suspension... The Softail family's restyled Fat Boy is a much more sophisticated ride and the image easier to swallow - more Arnie than Angel. The Softail Custom's front tyre is just scary with such a big motorcycle behind it; Harley tyre size choice seems more a matter of looks than function.

My favourite has to be the most bloody expensive, of course - the top of the range tourer, the FLHTCU Ultra Classic Electra Glide. It's as loaded as a Harley can get. Someone had kindly added to the experience with a compilation CD on the tremendous OBE (on-bike entertainment) system. Barbra Streisand's Don't Rain On My Parade was probably slipped in there by the PR team. No need to worry chaps, no complaints here.

VERDICT 4/5

Good job of bringing the motor thoroughly up to date, much improved gearbox. Suspension next?

SPECS


TYPE - CRUISER

PRODUCTION DATE - 2007

PRICE NEW - N/A

ENGINE CAPACITY - 1584cc

POWER - N/A

TORQUE - N/A

WEIGHT - N/A

SEAT HEIGHT - N/A

FUEL CAPACITY - N/A

TOP SPEED - N/A

0-60 - n/a

TANK RANGE - N/A

Over there we have the '06 bike," the marketing chief at H-D UK waved at the Heritage Softail as it fired up with a clatter, settling into its familiar patent-pending 'potato-potato' muffled rumble. "...And over here we have the '07 bike," he proclaimed, as another Heritage Softail fired up with a clatter, settling into its
familiar patent-pending 'potato-potato' muffled rumble.

Fine by me, I thought, the last thing I want Harley to do is change. That said, change is being imposed upon it. The most important challenge for Harley-Davidson in the 21st Century is to retain the traditional look and feel of its big air-cooled 45-degree V-twin and meet increasingly stringent emissions and noise laws. Extra 'performance' on top is all grist to the mill. Actually it's not extra performance, more 'power delivery enhancement'.

The '07 model year bikes are in the shops now, equipped with engines that see them safely over Euro 3 emissions hurdles which until recently looked like spelling the end for the lazy thumper as we knew it.

Actually, Harley seems to have ducked under the hurdle rather than leapt it. Its new Active Intake and Exhaust system comprises ECU controlled valves in the airbox and exhaust pipes which shut at convenient moments in the homologation 'dive-past' tests. Bit like hitting the brakes going through a Gatso, then winding it on again. Whatever - they didn't write the rules, did they? If it were up to Bill Davidson and his mates, I've no doubt all Harleys would have straight-through pipes and sound like God on the bog.

In case you're confused as to what's on test here, Harley-Davidson engines come in three shapes: the V-Rod VRSC 'Revolution' motors (1130cc liquid-cooled, 60-degree V-twin performance cruiser), the smaller entry-level Sportster in 883 and 1200cc capacities and the giant 1584cc (96 cubic inch) cruiser engine. The latter is what we're testing here, the same motor powering the four model families.

The engine has been given a thorough revision with an all-new drive-train featuring a six-gear box with quieter, helical gears.

The motor is stroked up from 1450cc and the compression ratio raised from 8.9:1 to 9.2:1. The sixth gear struck me as a little strange: massive torque, massive displacement = another ratio? I did use sixth on the country roads of the test route, but kept nudging back down a cog to pick it up. It's a motorway overdrive, essentially, for a more relaxed, economical high-speed cruise.

Other engine improvements aim to reduce wear and maintenance. The drivetrain is completely revised. Back-to-backing the '06 and '07 models showed the engine to have  noticeably less mechanical clashing    and an all-round more progressive delivery; an incrementally more satisfying ride, in short. Acceleration is  more brisk low down and the gear shift is cleaner.

As for which model is best, well that's your choice. The Dyna family's Street Bob is the entry level big-incher; a bare canvas upon which to begin your customising. I'd start with the suspension... The Softail family's restyled Fat Boy is a much more sophisticated ride and the image easier to swallow - more Arnie than Angel. The Softail Custom's front tyre is just scary with such a big motorcycle behind it; Harley tyre size choice seems more a matter of looks than function.

My favourite has to be the most bloody expensive, of course - the top of the range tourer, the FLHTCU Ultra Classic Electra Glide. It's as loaded as a Harley can get. Someone had kindly added to the experience with a compilation CD on the tremendous OBE (on-bike entertainment) system. Barbra Streisand's Don't Rain On My Parade was probably slipped in there by the PR team. No need to worry chaps, no complaints here.

Verdict 4/5

Good job of bringing the motor thoroughly up to date, much improved gearbox. Suspension next?