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The Buck Lovell “Snow Rider” photo has been broadcast on Facebook so many times I have lost count. After numerous requests, I am providing the story about how, when and why this photograph came into existence for all you soon to be famous photographers!

The date was January 22, 2009. I was on my way to work from Boulder Canyon to Spearfish, South Dakota. The route I usually took was east towards Sturgis then West on I-90 to Spearfish where I was employed as the Editor of the world’s first and still the best Bagger motorcycle magazine, American Bagger.

 

I thought to myself, “I’ll never be able to catch up to him and get pictures.” Then it occurred to me that I was driving a 4-wheel drive pickup truck and should be able catch him. After all, Pat was riding a motorcycle on a very icy road in very cold conditions. That motorcycle by the way is endowed with the most stable and easy to ride low speed handling characteristics in the H-D model lineup.

I quickly grabbed my habitual morning coffee at Burger King and hauled ass up into the canyon towards Deadwood. Sure enough, Pat was riding slowly but determinedly up the road into Boulder Canyon at about 35-40 MPH. Occasionally he would put his feet down to steady the bike.

When I caught up to Pat, I passed him as quickly as I could, and rolled far enough ahead to stop and set up for a photo. I actually passed him and photographed him three or four different times before we reached Deadwood, South Dakota. He thought I was nuts. I am…

The ambient air temperature was by then was down to around thirteen degrees. Deadwood is usually colder than the low-lying area towards Sturgis. Pat rumbled into Deadwood to his place of employment. I followed him a short distance past the intersection of 14A and Highway 18 to get the last photo of the series. I then flipped a U-turn and made a left onto Westbound Highway 18A heading towards Spearfish. I was late for work, but this was work, huh?

CHILLED TO THE CROSSBONES

In South Dakota, not many people ride year-round but I do. Some people think I’m nuts, but if you take the right precautions, it’s really not that big a deal. I wear heavy Long johns under my jeans, thick socks, mittens, a hooded sweatshirt, jacket, facemask, scarf and cap. That’s about it. Nothing electric.

–Pat Luisi, 2009
Blackhawk, South Dakota.

 What is the moral of this story you might ask? The moral is simple; always but always keep a camera with you at all times. A Cell phone camera is better than nothing, but just barely. If you have a camera with you at all times you won’t miss that once in a lifetime shot. Believe me, that once in a lifetime shot will happen, when you don’t have a camera. Keep you feet warm and your camera handy, you may see something that begs to be photographed, and you’ll be ready. When you see the Snow Rider photos on Facebook or the internet, you now know the story of how the photos came to life. Make sure you check out my gallery at https://www.bucklovell.com/. 

–Buck Lovell
Sturgis South Dakota

Dear Bikernet Reader; assuming you are not having this read to you by the nurse; Ya know, there’s a lotta good reasons to vote for Trump for a second term even if you think he’s an asshole. For one thing he’s never been an asshole to you personally, has he. Plus he’s never personally insulted your wife and family. Or your mom. Who should be on her knees thanking Jesus because EYE hear she was this close to being a target. No: he insults people people who clearly have it coming. In fact… Wikipedia has a long long itemized list of all the nicknames he has given to the apes and assholes he was forced to work with for 4 years.

https://en.wikipedia.org/wiki/List_of_nicknames_used_by_Donald_Trump

I mean, this is some funny shit right here. What makes it even funnier is that in that whole list of Ignorant Trump-Abuse he has claimed that one of them is actually incorrect. “No, I never called him that,” Trump informed whoever was making this list. That was on one of them. On the others?… “Yeah, I said that, that’s correct, mm-hmm, yeah, called him that, correcto-mundo, yup, fuckin’A.”

Now you might be saying “Well, I shouldn’t vote for Trump just because he calls people names.” Yeah you should. None o’ the names are undeserved, for one thing. Well, you might say “That’s still rude and ignorant, these are all respected representatives and office holders and dutiful safeguarders of our sacred democracy.” No they’re not. They’re all piles of gestating mucus.

They’re writhing science fiction monsters of uselessness; fat, smelly, drooling ill-tempered snotty children, employed at jobs that have no actual product or service other than barking orders and demands and having positions at high rates of pay you’re paying for that have no actual job descriptions, just vague activity-checklists that siphon money from your pocket or else just legally create it out of thin air for the purpose of making things worse, never better. And they all have two personalities, a private one and a public one.

Unlike Trump. Who has just one personality. The insufferable one. He also has an actual job-history, and unlike the people on the insult list who smile and wink and say cute things and do nothing constructive…Trump actually tries to do something: namely remove all the roadblocks to what used to globally be called “American Exceptionalism:” roadblocks that all the people on Trump’s insult list have relentlessly hammered into place.

There’s a reason everyone on the insult list…is on the insult list. And there’s a reason everyone on the insult list hates Trump. And it’s not because they’re on the insult list. They don’t hate him because he calls them names. If they did they’d be barging into his office and asking him what his fucking problem is. You’ll notice they don’t do that.

Most of them are even afraid to say his name in front of a reporter who they’re also afraid of because they’re all little shits of cowardice and duplicity and whining fuckness. The reason they hate Trump is because Trump is impeding their determination to make your personal life too impossible to actually live.

Which is another reason everyone else in DC hates him: he actually enjoys being alive. Unlike everyone else in DC. You notice all those assholes on the insult-list who come out of a fart-filled room and waddle up to the failed-novelists journalists when both groups have their little blowjob session in the hallway so that David Muir can at 6:o’clock put both palms flat on his desk like he’s ready for action and tell you what the two groups accomplished in the way of fucking with everyone and claiming they’re keeping everyone safe by doing so?…. you’ll notice they’re never fucking happy.

They stand there with their sour, Mitch McConnell sad faces, and give grim forewarnings of sadnesses to come. Meanwhile Trump is calling them names and having rallies and everyone is all up ’n’ attem and yee-haa and meanwhile all the people he’s calling names, they’re all droopy and crying and saying our “sacred democracy” is in danger because Trump’s too happy and he calls people names. This democracy crap must be pretty shaky business if Trump can topple it by calling Mitch McConnel “a disloyal sleazebag.” (see Trump Namecalling List referenced above.)

Another reason you should vote for Trump is that he actually has a livelihood. Unlike everyone else in DC, and basically anyone in any office in America. Trump actually knows what a job actually is. To every other bureaucrat in America a job is where “the owners of production exploit the workers.”

That’s what a job is to a bureaucrat: because it’s what Karl Marx says it is. He’s their fucking guidance counselor. Which is why they’re all fucking idiots and they all talk in brain-eroding riddles of verbal mush. Because they’re students of Karl Marx. And Karl Marx was not just an idiot he was a diligent one. He not only said stupid things he backed them up with stupid arguments, imaginary proofs, relentless obviousities, lots of “it’s the science,” and this is how it is’s and because I said so’s. Kind of like how the “pandemic” thing operated. Where do you think the CDC and the WHO got the idea of “keeping the sick ‘safe’ from the healthy” from? That’s right, from the idiot: Karl Marx.

Donald Trump isn’t an idiot. Sure, he may not be Mr. Dignity, but he’s not an idiot. Unlike Karl Marx, he’s actually had jobs and earned money. Unlike Karl Marx. At least before his book of insane-asylum nonsense became an “intellectual” best seller. Which I think someone else actually wrote. Sure, someone else wrote Trump’s books too, yeah, ok. But unlike Marx, Trump was busy at his real job while someone else was writing his books, PLUS they’re easy to understand. The only people who understand Karl Marx’s book are rioters, looters, arsonists, child molesters, and the fucking Squad. (see list above.)

And that’s another thing: Trump is not a child molester. In fact, I don’t think he can stand even being around kids. Even his own. I know I wouldn’t want to be around them. Trump can’t waste his time with kids. What can kids do for him? They have no money to spend. Everyone else in office?…..always with the kids. Can’t get enough kids involved in their unsavory shit. Sitting in commie classrooms with the kids. Sliding their hands up and down their torsos. Now they’re saving kids from their grandparents. So their grandparents won’t die. Kids are a danger to their grandparents. Why? Because kids are healthy. They’re not gonna die from the annual flu season, they’re just gonna carry it to granma. And kill her. When they ain’t caressing someone else’s kid they’re killing someone else’s kid. I’d be surprised if Trump knows kids even exist. I bet he makes his own kids wear name-tags so he knows who he’s taking to. You seen his kids? Jesus. Obama has more normal looking kids. Plus Obama’s kids shave their faces. Unlike whatever the fuck Donald Junior is doing with that kisser o’ his.

Now, I admit Trump has about as much knowledge of virology as he has about exercising. But who cares. Do you care? Do you care if Donald Trump knows or doesn’t know how to protect us from a fucking pandemic that sure as hell didn’t kill me. His medical knowledge nor his fucking lack of it had no effect on my health. At least he didn’t start tossing flu protocols around and threatening businesses with losing their licenses if they didn’t obey “health” edicts designed to bankrupt business while doing nothing to prevent the spread of the annual winter flu. Which was claimed to be not the flu even though it was identical to the flu in all its symptoms.

Enough about the fucking flu. Trump didn’t care about the flu. He just got duped by the flu and the propaganda being spread by the people he calls names blaming him for every flu death. I’m actually surprised they didn’t claim Trump created the flu inside Trump Tower in a secret biological sub basement. They pro’bly just haven’t thought of it. If they read this, then that’s pro’bly on the horizon with the New York Times breaking the news.

Now, all that you have read so far are just incidental reasons why all the people on the name-calling list hate Trump. Which I am sure is just a partial list. For all I know I might be on it myself. Anyway, the above reasons are just incidental reasons they hate Trump.

The prime reason they hate him is because “he’s not Presidential.” He doesn’t regard the office as a religious sub-category of divine holiness. You listen to that hammered face of Nancy Pelosi and her vermin ilk of bottomfeeders like Schiff and Schumer and No-Nads Nadler and the harridan harpies on the Squad and everyone else in office – according to those shitheads, being part of government is a sacred calling of sanctity and dignity and holiness filled with selfless caring about others that comes from an inner superiority of righteousness. That you are being ordered to get on board with believing. Or you are immoral.

In other words, if you are Presidential you don’t go around calling the high priests and priestesses of government the same back-alley names you would call a bum you were arguing with in a back alley. No. The people you are calling names and nicknames like some school kid, these are noble, sanctified and in some cases canonized saints of the Higher Knowledge Dimension of human existence who waft the pleasing scents and odors of lilacs from their amazingly beautiful crotches and their scenic and delightfully aromatic anuses.

These are not pontificating tyrannical idiots who would be unemployable at MacDonalds. These are “lawmakers,” undertaking the painstaking task of forbidding you to do things for your own good. These are the selfless overseers of your safety and your welfare and your health and your common good as taught to them by the ancient masters of the sacred numbers of the holy entrails of the gods and goddesses of the Egyptian celestial secret passageways of Light and Wisdom and Knowledge.

Trump, however, thinks they’re all self-absorbed, untalented, unaccomplished sociopaths deserving rude nicknames.

Now you might say “Well, Trump is self-absorbed.” That’s totally true. But he’s self-absorbed with being Trump. He likes being Trump. He’s his own thing. He’s totally into himself. But he’s not a sociopath. When he builds a building he doesn’t put booby traps everywhere. He puts nice things everywhere. And he doesn’t order you to stay there. He tries to coax you to stay there. He likes doing that. He’s a self-absorbed, full-of-himself businessman trying to build – not “back better” – but build forward.

He doesn’t need to build back better. He builds something, it’s done, he moves on. If it fails it fails. He moves on. When he was President he started using the office to un-manacle all the business the Holy People In Office spend their lives trying to manacle in order to “save” people not even involved.

This whole covid thing was the entire population now experiencing the regulating of business. Not just the businesses experiencing it. Business and customers got a dose of it this time. Business and the customers got a dose of what the people Trump calls names are capable of via sheer sadism all in the name of helping people. And that’s the norm for sadistic sociopaths: they always say it’s for your own good and that if it feels like punishment it’s because you are unwilling to sacrifice for others and that you are morally guilty of not being saintly and if you were truly holy it would not feel like pain it would feel like calming medicine because society is a grand and wonderful church of parishioners on a path to perfection and godliness that you need to join and enjoy.

These maniacs are lucky Trump and everyone else are just calling them names.

These “safety protocols” for a mystery ailment no one ever discovered the source of – because it was likely imaginary, like most of the things bureaucrats and journalists talk about – these would have no more occurred to Trump to do and proclaim than it would occur to him to stop ogling broads and calling people names.

Speaking of name-calling, you’ll notice not one of the people on that abbreviated name-calling list ever got into Trump’s face and pushed him against a wall ever said “What’s your goddamn fucking problem, asshole, calling me a fucknuts imbecile, you fucking prick.” Never happened. Nope, they just went before a herd of failed-novelist journalists and said “Trump is not being Presidential calling me and other self-sacrificing servants of the People these lowbrow, caustic, abusive epithets. It’s sad. He lacks all sense of dignity and decorum.”

What they really mean is “Trump does not realize he is in the Office of Majesty and Authority designed from On High as the guardian of Morality and Holiness in our effort to elevate all of humanity to their destiny of godlike empowerment.” Hell fucking no: he thinks the Presidency is where you start to take the manacles off the people who, like him, want to actually make progress, where the people who actually know what the fuck they’re doing – none of whom are in office – can haul everyone who doesn’t know how to do anything along with them to a higher standard of living rather than trying to lower Americans’ standard of living out of “fairness” to countries that Trump routinely calls “shitholes.” Which is another thing you’re not supposed to do in office: demean another nation for being a backward, prehistoric stone-age sewer of stagnancy and spiritual depression. Trump said fuck that I’ll just called them shitholes. Because they’re shitholes. Like what we’re becoming: in order to stay safe and to encourage all the shitholes to approve our “morality.”

So, yeah, Trump’s the better guy to vote for. He’s a fucking human being, not some delusional priest of a higher magnitude of creation put here to bring sanctity and mystical holiness to all so that our planet – Gaia by name – won’t feel pain and cry at night to the other planets that she is being tortured and raped by machines and exhaust and choked with plastic Coke bottles to where the oceans and rivers are now her tears. In the real world this is called childish insanity requiring calmatives and Happy Meals from trained medical staff. In government world it’s called planet abuse: we’re denying Earth her environmental rights. Meanwhile you can keep your kids away from granma forever because your kids are a threat and you can kill the ones that ain’t outside the womb yet. Because we care about the Earth.

Trust me, Trump’s the better candidate: he calls assholes assholes and does it on the record. Because they have it coming and he wants the fucking credit. And I don’t blame ‘im. He’s earned it fair and square. Plus all the names are accurate. Not only is he calling them names he’s calling them the correct names.

He’s better at name-calling than all the people in government he’s calling names are at governing. He’s better at being vulgar than the people in government are at being holy. That’s why they hate him. Because he’s good at what he does; which is name-calling. And they suck at what they do; which is nothing.

They can’t even do nothing competently. They hate him because he’s a fucking normal American. Not a member of the global priesthood of fucking doubletalk-dribblers claiming to be speaking in the Secret Language of the Gods. Trump’s language everyone can understand. He’s a normal human being who got elected into the world of abnormal freaks and he started telling everyone what he was finding there; a menagerie of worthless, slimy monstrosities.

Who else in American history has ever done that. Who else has ever entered American public office and on his first day said “Holy fucking shit, everyone in here is smellier and more worthless than rectal pus from a hyena with an ass infection.” No one. Not that Trump said that. But he will. And it will be hilarious.

–jj solari

All that’s past at present

by Wayfarer

Your Bikernet Blog Editor and Bikernet Official Facebook Page Curator, aspiring monk Wayfarer presents the year 2022 as seen by Bikernet readers worldwide. Time zooms by faster than Bonneville which got rained out. Milestones were completed including custom builds & charity drives. All the fear of virus did not ‘infect’ the enthusiasm of newbies nor of the regulars at Sturgis.

Success was even seen in legislation thanks to persistent freedom fighters. Art and craft kept flowing on ink & hand-banged metal. A new generation and ever-youthful bloodline got the baton of 5-Ball Racing Leathers from Ming ‘Bandit’ Ball.

There was diversity of adversity, but the entire year 2022 is now a history lesson uniting us with the confirmation, affirmation & belief that fear-mongering and doomsday predictions does not stop the world & two-wheels from rotating onward forever.

So, get going, have a peek at the recent past by Clicking Here, then move onward — ride free forever!!!

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Click to grab the Free Weekly Newsletter to ring in the new and refer to the old !!!

A total of 413 Blog Posts were made in the 365 days of year 2022. A year we hoped to recover from a mutating virus but got entangled in another human invention called ‘war’ instead. Nevertheless, two-wheeled industry rolled on and Bikernet.com led the way, celebrating 25 years of freedom & practicing its commitment to keep motorcycling free from political obstacles & legal roadblocks !!!

Your Bikernet Blog Editor and Bikernet Official Facebook Page Curator, aspiring monk Wayfarer presents highlights of the year 2022, seen by Bikernet readers worldwide. Time zooms by faster than Bonneville racing which got rained out. ‘Milestones’ were completed including custom builds & charity drives. All the fear of virus did not ‘infect’ the enthusiasm of newbies nor of the regulars at Sturgis. Success was even seen in legislation thanks to persistent freedom fighters. Art and craft kept flowing on ink & hand-banged metal. A new generation and ever-youthful bloodline got the baton of 5-Ball Racing Leathers from ‘grandpa’ Ming ‘Bandit’ Ball.

So, get going, have a peek at the recent past, then move onward — ride free forever!!!

January 2022:

Hump Day Action with Thumping Wisdom
click here to read

Honda RC213V-S Breaks Auction World Record
click here to read

Springer Transformation – Custom Building Adventure
click here to read

Clay’s Christmas – Blessings Come in Strange Packages
click here to read

Sturgis Run 2021 of Frank Ball Jr

February 2022:

Bandit’s First Bike Feature in Easyriders
click here to read

4 Major Motorcycle Trends Sir Hagerty Witnessed at the Mecum Auction
click here to read

Vance & Hines Reveals 2022 Flat Track Racing Team
click here to read

Royal Enfield Announces 2022 BTR Road Racing Program
click here to read

March 2022:

Bikernet Blog is in Top 25 Motorcycle Blogs on the web
click here to read

Alt-Rock Cruisers: BMW targets American brand’s market
click here to read

Estate Planning for Motorcycle Collectors
click here to read

Barn Find Project: Where to Start
click here to read

METZELER CRUISETEC Tires and New Indian Motorcycle Pursuit Lineup
click here to read

Pirelli Storms to Third Consecutive Daytona 200 Victory
click here to read

April 2022:

The Motorcycle Battery Files
click here to read

Arizona Bike Week 2022: All the Action
click here to read

Another Victory in Kansas: Law to Ease Titling Procedures for Antique Vehicles
click here to read

May 2022:

Fact Vs Fiction: New York Exhaust Noise Legislation
click here to read

Ask a State Trooper: Can you Ride with a Pet on your Motorcycle?
click here to read

Bandit’s Cantina The Series posts Episode 99

June 2022:

International Motorcycling Advocate Deb Butitta Dies in Crash
click here to read

The One and Only Magnificent Nelk
click here to read

Rode Alone by K. Randall “Bandit” Ball`
click here to read

Laconia Motorcycle Week 2022
click here to read

Vance & Hines Issues Statement on Federal Trade Commission Action
click here to read

July 2022:

Satire: Gavin Newsom and the Doomed Planet
click here to read

A Cool Custom Strider Bike by Edge
click here to read

Guess the first motorized vehicle to cross the U.S.
click here to read

Photo Feature of Chopperfest in Sweden
click here to read

In Search of the Sturgis Sticky Bun
click here to read

The ’69 Shovelhead Chopper History & Build
click here to read

August 2022:

Chopper Charlie : First in a New Series on understanding chopper culture
click here to read

Bonneville Motorcycle Speed Trials 2022 Cancelled
click here to read

Steve McQueen’s cherished off-road motorcycle to be sold
click here to read

Debate: 20 myths about fossil fuels, refuted
click here to read

From the streets – 2022 Sturgis Rally Report
click here to read

Accident Scene Management : by Biker Lives Matter
click here to read

September 2022:

Charitable Custom Motorcycles & Wonderful Sponsors
click here to read

LiveWire becomes the first EV motorcycle company to list on the NYSE
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WHO WON? King of the Baggers Championship Season Recap
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The Trike File Is Now Open
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A stand out and rare motorcycle
click here to read

October 2022:

Old Harley Clutch Wars
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If You Build It They Will Come
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Bikers and the VA
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Barn-Find Delights: Tom Cotter’s new book
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Kawasaki Electric Motorcycle Debuts At Intermot
click here to read

Something to learn from 4 failed land speed attempts
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Moto Beach Classic 2022 Preview
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Handlebar Recall On Nearly 1,100 Harley-Davidson Nightsters
click here to read

November 2022:

Another H-D Recall: Nearly 200,000 Harley Touring Models
click here to read

Chopper Time Biketoberfest 2022
click here to read

Tanks Forever : gas tank feature article
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The State of The Hurricane Address
click here to read

More News on Sale of Daytona Harley-Davidson & Destination Daytona
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Spirit of Thanksgiving Bikernet Weekly News for November 24, 2022
click here to read

5-Ball Racing VL, custom motorcycle build
click here to read

Craft and Punishment: Deus Ex Machina brand
click here to read

December 2022:

Is Royal Enfield going Electric?
click here to read

BSA Scrambler At 2022 Motorcycle Live Show
click here to read

Last Traditional Sportster from H-D: Why?
click here to read

Dennis Sanfilippo has passed away
click here to read

Royal Enfield Opens New CKD Facility in Brazil
click here to read

Honda Reveals First Look of Electric Motorcycle
click here to read

Bike-Farm Melle wins European Biker Build-Off 2022
click here to read

Eicher Motors Ltd announces strategic investment in Stark Future SL
click here to read

A Minibike Enduro Race Completely Out Of Its Mind
click here to read

House Passes Motorcyclist Profiling Resolution

DIY storage techniques to save time & do more

by Kyle Smith from Hagerty.com

Garages are multipurpose spaces, even if you don’t use yours primarily for DIY projects. There are things to store, some of which will be in storage forever and others that need to be readily accessed.

Large swaths of floorspace must be clear or, at least, able to be made so on short notice. And we haven’t even gotten to the vehicles themselves.

Whether you run a full restoration shop or simply park your vintage ride inside day-to-day, these six storage tips will make your life easier.

Click Here to Read this Featured Article on Bikernet.com

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Keep up with all the Tech and Tips and Custom Build Projects — all for Free, only on Bikernet.com. Click to discover your next project.

You might be doing it wrong all these years.

Have a look at the video below and learn from the professional motorcyclists. Join the Bandit’s Cantina for more info.

(Editor’s Note: forwarded as received)

Last week the final production Sportster rolled off the Harley-Davidson assembly line with grand fanfare including signatures by each member of the crew. I’m sure they were very proud.

So, what killed the iconic Sportster? Was it diminishing sales, technology, the EPA, a marketing push, Indian competition, what gives?

And will it ultimately die or be kept lively and vibrant with the current technology afforded the aftermarket?

Taking a look at the history from a couple of classic web sites paints a very interesting history from kickstart Sportsters, to electric start, to Evolution engines, disc brakes, rubbermounted drivelines, belt drives, you name it, the Sportster configuration was able to adapt with new technology right up until this year.

Here’s the lowbrow history report:

HARLEY-DAVIDSON SPORTSTER HISTORY: EVOLUTION OF THE LEGENDARY MODEL BLOWING AWAY BIG TWINS SINCE 1957

The following was produced and written by Tyler M

Harley Davidson K Model
Harley-Davidson XL Series Sportsters

XL, Ironhead, 1957-1985
XLCH, Ironhead (“Competition Hot” Moniker) 1958-1971
XR-750 1971-1985
XL, Evolution, Since 1986
How Fast Are Harley-Davidson Motorcycles?
XLH Harley-Sportster
XLCH Harley Sportster – What’s The Difference Between XLH And XLCH Engine or electric start.

Right-Hand Shift Harley Sportster Years
Harley-Davidson Released The Sportster 883 In 1988
Belt Drive Made Standard On All Sportsters – 1993
All-New Frame Including Rubber-Mounted Engine For Decreased Vibration – 2004
Fuel Injection Replaces Carburetor On All Models – 2007
XR1200 Sportster – 2008
XL1200V “Seventy-Two” Model Sportster – 2015
Harley-Davidson Sportster: Tracing The Journey Of 60 Years

Check out Tyler’s full report on the lowbrow site. Tyler Malinky is the CEO of Lowbrow Customs, which he founded back in 2004. An avid vintage motorcyclist, Tyler builds and races 1950s Triumph motorcycles at the Bonneville Salt Flats, in addition to building and riding both stock and custom Harley-Davidson’s on the street.

There’s also some terrific historic technical info on Classic Motorcycle Build: http://www.classic-motorcycle-build.com/sportster-history.html

Let’s look at the product description of the 1200 Sportster for 2021

The Iron 1200 starts with the 1200cc Evolution engine that gives loads of famous Sportster torque. It’s got a throwback look that goes right to the roots of Sportster motorcycle, thanks to ‘70s-inspired tank graphics. It also features a low-slung Café solo seat, mid-mount controls, and mini ape hanger handlebars for an aggressive, two-fists-in-the-wind riding position.

Length86.6 in. (2,200 mm)
Overall Width36 in. (915 mm)
Overall Height48.8 in. (1,240 mm)
Seat Height, Laden25.7 in. (653 mm)2
Seat Height, Unladen28.9 in. (735 mm)
Ground Clearance4.3 in. (110 mm)
Rake (steering head) (deg)30
Fork Angle (deg)30
Trail4.6 in. (117 mm)
Wheelbase59.6 in. (1,515 mm)
Tires, TypeMichelin Scorcher “31” front and rear
Tires, Front ModelScorcher “31”
Tires, Front Specification100/90B19 57H
Tires, Rear ModelScorcher “31”
Tires, Rear Specification150/80B16 77H
Fuel Capacity3.3 gal. (12.5 l)
Reserve Fuel Capacity, Fuel Injection (warning light)0.8 gal. (3 l)
Oil Capacity (w/filter)2.8 qt. (2.6 l)
Transmission Capacity1 qt. (.95 l)
Primary Chain Case CapacityN/A
Coolant CapacityN/A
Weight, As Shipped547 lb. (248 kg)
Weight, In Running Order564 lb. (256 kg)
Gross Vehicle Weight Rating1,000 lb. (454 kg)
Gross Axle Weight Rating, Front335 lb. (152 kg)
Gross Axle Weight Rating, Rear665 lb. (302 kg)
Luggage Capacity -VolumeN/A

Engine

EngineAir-cooled, Evolution
ValvesPushrod-operated, overhead valves with hydraulic, self-adjusting lifters; two-valves per cylinder
Bore3.5 in. (88.9 mm)
Stroke3.8 in. (96.8 mm)
Displacement73.4 cu in (1,202 cc)
Compression Ratio10:01
Fuel SystemElectronic Sequential Port Fuel Injection (ESPFI)3
Air CleanerPaper cartridge type
ExhaustBlack, staggered exhaust and headers with black slash-cut mufflers

Primary DriveChain, 38/57 ratio
Final DriveBelt, 29/68 ratio
ClutchMulti-plate, wet
Transmission5-speed
Gear Ratios (overall) 1st9.315
Gear Ratios (overall) 2nd6.653
Gear Ratios (overall) 3rd4.948
Gear Ratios (overall) 4th4.102
Gear Ratios (overall) 5th3.517
Gear Ratios (overall) 6thN/A

Chassis

FrameMild steel, tubular frame; circular sections; cast junctions

SwingarmMild steel, rectangular tube section, stamped junctions; MIG welded

Front Fork39 mm

Rear ShocksCoil-over; preload dual-adjustable
Wheels, Front TypeBlack, 9-spoke4
Wheels, Front Width2.15 in. (55 mm)
Wheels, Front Height19 in. (483 mm)
Wheels, Rear TypeBlack, 9-spoke4
Wheels, Rear Width3 in. (76 mm)
Wheels, Rear Height16 in. (406 mm)
Brakes, Caliper TypeDual-piston front, Dual-piston rear
Brakes, Rotor TypeSolid, uniform expansion rotors (Floating front)
Brakes, Front Diameter11.8 in. (300 mm)
Brakes, Front Thickness0.2 in. (5 mm)
Brakes, Front is dualNo
Brakes, Rear Diameter10.24 in. (260 mm)
Brakes, Rear Thickness0.28 in. (7.1 mm)
Brakes, Anti-Lock Braking System (ABS)Optional
Suspension Travel, Front3.6 in. (92 mm)

Engine Torque Testing MethodJ1349
Engine Torque73 ft-lb (99 Nm)5
Engine Torque (rpm)3,500
Lean Angle Testing MethodJ1168
Lean Angle, Right (deg.)27
Lean Angle, Left (deg.)28
Fuel Economy Testing MethodEstimated City/Hwy

BatterySealed lead acid, maintenance-free, 12V, 12 amp/hour, 200 cca (per Battery Council International Rating)
ChargingSingle-phase, 30-amp system (375W @ 13.5V, 2000 rpm, 405W max power @ 13.5V)
Starting1.2 kW electric with solenoid shift starter motor engagement
Lights (as per country regulation), Headlamp55-watt low beam, 60-watt high beam
Lights (as per country regulation), Tail/StopIncandescent
Lights (as per country regulation), Front Signal LightsIncandescent bullet turn signals
Lights (as per country regulation), Indicator LampsHigh beam, neutral, low oil pressure, turn signals, engine diagnostics, low fuel warning, low battery, security system (if equipped), ABS (if equipped)7
Lights, Rear Turn SignalsIncandescent bullet turn signals
GaugesHandlebar-mounted electronic speedometer with odometer, time-of-day clock, dual tripmeter, low fuel warning light, low oil pressure light, engine diagnostics readout, LED indicator lights
Auxiliary LampsN/A
Electric Power OutletN/A
GPS SystemN/A

Warranty24 months (unlimited mileage)8
Service IntervalFirst 1,000 miles (1600 km), every 5,000 miles (8,000 km) thereafter9

Okay, so let’s take a look at the new 2022 Nightster technology:

NEW HARLEY-DAVIDSON NIGHTSTER MODEL STARTS A NEW CHAPTER IN THE SPORTSTER MOTORCYCLE STORY

New Liquid-Cooled Revolution Max 975T Powertrain Tuned for Muscular Torque

The 2022 Harley-Davidson Nightster model starts a new chapter in the Harley-Davidson Sportster motorcycle story – a leap forward in performance and design while remaining an accessible entry point to motorcycling and the brand.

This all-new motorcycle combines a classic Sportster model silhouette with the on-demand performance of the new Revolution Max 975T powertrain and a host of contemporary electronic rider aids and features. The 2022 Nightster model redefines the Sportster motorcycle experience for a new generation of riders.

New Revolution Max 975T Powertrain

At the heart of the 2022 Nightster model is the new Revolution Max 975T powertrain. It is a liquid-cooled, 60-degree V-Twin with a torque curve that stays flat through the broad powerband – and engine performance designed to deliver strong acceleration and robust power through the mid-range. The length and shape of the intake velocity stacks, combined with the airbox volume, are tuned to maximize performance across the engine speed range. The profiles of dual overhead camshafts and Variable Valve Timing phasing on the intake valves are designed to match the performance of this engine.

Revolution Max 975T Engine Specs

Displacement 975cc
90 HP (67 kW) @7500 RPM
70 ft. lbs. (95 Nm) peak torque @ 5000 RPM
97mm bore x 66mm stroke
Compression Ratio 12:1

Hydraulic valve lash adjustment ensures quiet operation and eliminates the need for costly, complicated service procedures. Internal balancers help reduce engine vibration to enhance rider comfort and improve vehicle durability. The balancers are tuned to retain just enough vibration to make the motorcycle feel alive.

Powerful Agility

The Nightster model pairs a nimble, lightweight chassis with a powerful engine tuned for strong mid-range performance, an ideal combination for navigating urban traffic and charging along curving backroads. Mid foot controls and a low-rise handlebar put the rider in a centered, comfortable posture on the bike. Unladen seat height is 27.8 inches. The low seat height combined with a narrow profile makes it possible for most riders to confidently place feet down flat at a stop.

The Revolution Max 975T powertrain is the central, structural component of the Nightster motorcycle chassis, which significantly reduces motorcycle weight and results in a very stiff chassis. The tail section structure is lightweight aluminum. The swingarm is formed of welded rectangular steel tubing and is an attachment point for the dual rear shock absorbers.

Front suspension is 41mm SHOWA Dual Bending Valve conventional forks designed to provide improved handling performance by keeping the tire in contact with the road surface. The rear suspension features dual outboard emulsion-technology shock absorbers with coil springs and a threaded collar for pre-load adjustment.

Rider Safety Enhancements

The Nightster model is equipped with Rider Safety Enhancements* by Harley-Davidson, a collection of technologies designed to match motorcycle performance to available traction during acceleration, deceleration and braking. The systems are electronic and utilize the latest chassis control, electronic brake control and powertrain technology. Its three elements are:

Antilock Braking System (ABS) is designed to prevent the wheels from locking under braking and helps the rider maintain control when braking in a straight-line, urgent situation. ABS operates independently on front and rear brakes to keep the wheels rolling and prevent uncontrolled wheel lock.

Traction Control System (TCS) is designed to prevent the rear wheel from excessive spinning under acceleration. TCS can improve rider confidence when available traction is compromised by wet weather, an unanticipated change in the surface, or when riding on an unpaved road. The rider can deactivate TCS in any Ride Mode when the motorcycle is stopped and the engine is running.

Drag-Torque Slip Control System (DSCS) is designed to adjust engine torque delivery and reduce excessive rear-wheel slip under powertrain-induced deceleration, which typically occurs when the rider makes an abrupt down-shift gear change or quickly reduces the throttle while on wet or slippery road surfaces.

Selectable Ride Modes

The Nightster model offers selectable Ride Modes that electronically control the performance characteristics of the motorcycle, and the level of technology intervention. Each Ride Mode consists of a specific combination of power delivery, engine braking, ABS and TCS settings. The rider may use the MODE button on the right-hand controller to change the active ride mode while riding the motorcycle or when stopped, with some exceptions. A unique icon for each mode appears on the instrument display when that mode has been selected.

Road Mode is intended for daily use and delivers balanced performance. This mode offers less-aggressive throttle response and less mid-range engine power than Sport Mode, with a higher level of ABS and TCS intervention.

Sport Mode delivers the full performance potential of the motorcycle in a direct and precise manner, with full power and the quickest throttle response. TCS is set to its lowest level of intervention, and engine braking is increased.

Rain Mode is designed to give the rider greater confidence when riding in the rain or when traction is otherwise limited. Throttle response and power output are programmed to significantly restrain the rate of acceleration, engine braking is limited, and the highest levels of ABS and TCS intervention are selected.

The 3.1-gallon lightweight plastic fuel cell is located below the seat – what appears to be a traditional fuel tank forward of the seat is a steel cover for the airbox. The fuel fill is reached by lifting the hinged locking seat. Locating the fuel cell below the seat optimizes the capacity of the engine intake airbox and moves the weight of fuel lower in the chassis compared to a traditional fuel tank location, which results in a lower center of gravity for improved handling and easier lift off the side stand.

The Nightster model features a round 4.0-inch-diameter analog speedometer with an inset multi-function LCD display mounted on the handlebar riser. All-LED lighting is designed to deliver style and outstanding performance while also making the motorcycle conspicuous to other motorists. The Daymaker® LED headlamp has been designed to produce a homogenous spread of light, eliminating distracting hot spots. Combination rear brake/tail/signal LED lighting is located on the rear fender (US market only).

 Fresh Design Based on Classic Form

All-new from the wheels up with a look that is lean, low, and powerful, the Nightster model conveys classic Sportster model styling cues, most obviously in the exposed rear shock absorbers and the shape of an airbox cover that evokes the iconic Sportster walnut fuel tank. The round air intake cover, solo seat, chopped fenders and speed screen recall elements of recent Sportster models, while a side cover that conceals the under-seat fuel tank has a shape similar to the previous Sportster oil tank.

The Revolution Max powertrain is the centerpiece of the design, framed by snaking exhaust headers and finished in textured Metallic Charcoal powder coat with Gloss Black inserts. A cover below the radiator conceals the battery and helps the radiator appear less prominent. The wheel finish is Satin Black. Paint color options include Vivid Black, Gunship Grey, and Redline Red. Gunship Grey and Redline Red color options will be applied only to the airbox cover; the front and rear fenders and speed screen are always finished in Vivid Black.

Harley-Davison Genuine Motor Parts & Accessories has created a range of accessories for the Nightster motorcycle, designed to enhance fit, comfort and style.

The Nightster model arrives at authorized Harley-Davidson dealerships globally beginning in April 2022. US Base MSRP is $13,499 (Vivid Black) and $13,899 (color options).

And now for the new Sportster S model:

HARLEY-DAVIDSON SPORTSTER S MODEL POWER AND TECHNOLOGY DETAILS

Revolutio Max 1250T, Ride Modes, TFT Display with Infotainment, Cornering Rider Safety Enhancements by Harley-Davidson®

 The Harley-Davidson Sportster S is an all-new performance custom motorcycle designed to give the rider exhilarating performance backed by contemporary technology. The Sportster S model will redefine the Sportster series, launching a new era of Sportster performance and design.

Revolution Max 1250T Powertrain

The Sportster S model is powered by the Revolution Max 1250T engine, a liquid-cooled V-Twin tuned to make tremendous torque at low RPM, with a torque curve that stays flat through the powerband – engine performance designed to deliver strong acceleration from a start with robust power through the mid-range.

Displacement 1250cc
Bore x Stroke: 4.13 in. (105 mm) x 2.83 in (72 mm)
121 horsepower
94 ft. lbs. peak torque
Peak 9500 RPM
Compression Ratio 12:1

The Revolution Max 1250T engine is similar to the Revolution Max 1250 engine that powers the Harley-Davidson Pan America 1250 models, with these key differences:

Cylinder heads have smaller valves and port dimensions, and a different combustion chamber shape, which increases the velocity of flow through the combustion chambers at lower RPM, and increases torque output at low and midrange RPM (providing up to 10% more torque from 3000 to 6000 RPM).
Pistons are shaped to match the combustion chamber dimensions of the cylinder heads.
The length and shape of the intake velocity stacks, combined with the airbox volume, are tuned to maximize performance across the engine speed range.
The camshaft profiles and Variable Valve Timing (VVT) phasing are also designed to match the desired performance of this engine.

Revolution Max 1250T Model Highlights

V-Twin Architecture: A 60-degree V-Twin design provides a narrow powertrain profile that centralizes mass to enhance balance and handling, and also provides ample foot/leg room for the rider. Separate throttle bodies are located between the cylinders, positioned to create minimal turbulence and impedance to air flow.

Optimized Design for Light Weight: Reducing the weight of the powertrain contributes to lower motorcycle weight, which enhances motorcycle performance experienced by the rider: efficiency, acceleration, handling, and braking.

The use of finite element analysis (FEA) and advanced design optimization techniques in the engine design stage minimized material mass in cast and molded components.

Single-piece aluminum cylinders with nickel silicon carbide-surface galvanic coating are a lightweight design feature.

Camshaft covers and primary cover are lightweight magnesium.

Stressed Member Powertrain

The Revolution Max 1250T powertrain is a structural component of the motorcycle chassis.

The engine serves two functions – providing power and acting as a structural element of the chassis.

Eliminating a traditional frame significantly reduces motorcycle weight and results in a very stiff chassis.

A front frame element, mid frame element and the tail section bolt directly to the powertrain.

The powertrain is designed to be both strong and very rigid so that it can effectively function as a chassis component.

Liquid Cooling: Liquid cooling maintains a stable and controlled engine and oil temperature for consistent performance in changing environmental and riding situations (cold to hot ambient temperatures, riding at speed or stuck in traffic, conservative or aggressive riding). The engine oil is also liquid cooled, which ensures that engine oil performance and durability will be maintained in challenging conditions.

Four-Valve Cylinder Heads: Four-valve cylinder heads (two intake and two exhaust) permit an expansive valve area. The flow of gasses through the combustion chamber is optimized to match the desired performance requirement and engine displacement.

Dual Overhead Camshafts (DOHC) and Variable Valve Timing (VVT): The Revolution Max 1250T engine is equipped with separate intake and exhaust camshafts for each cylinder. The DOHC design permits independent Variable Valve Timing (VVT) on the intake and exhaust cam, optimized for the front and rear cylinder. VVT can help broaden the overall powerband and improve torque management and efficiency. This allows the same engine to provide the rider with both low-end grunt for acceleration off the line as well as the thrill of high-RPM horsepower. Hydraulic valve lash adjustment ensures quiet operation and eliminates the need for costly, complicated service procedures.

Forged Aluminum Pistons

Piston crowns are machined for precise control of a 12:1 compression ratio. The engine is designed for use with premium-grade (91 octane) fuel to make maximum power, but will run on lower-octane fuel, protected from potential detonation by the knock sensor technology.

The piston skirt has a low-friction coating.

Low-torsion piston rings reduce friction, which improves performance.

The top ring land is anodized to enhance durability.

Two oil cooling jets are aimed at the bottom of the pistons to help dissipate combustion heat.

Balanced Powertrain: Internal balancers help cancel engine vibration to enhance rider comfort and improve vehicle durability. The balancers are tuned to retain just enough vibration to make the motorcycle feel “alive.”

Max is a unitized powertrain, meaning that the engine and six-speed transmission are housed in a common case. The clutch is mechanically actuated with a large-diameter cable for smooth, consistent disengagement and minimal drag. A clutch slipper function enables the rider to downshift without over-speeding the engine or slipping or hopping the rear wheel.

Sportster S Model: Instrumentation

The Sportster S model features a round 4.0-inch-diameter TFT screen (thin-film-transistor, a type of liquid-crystal display noted for high image quality and contrast) that displays all instrumentation and infotainment functions.

All display functions are managed using buttons on the left- and right-hand control array, when the motorcycle is at rest or when it is in motion.

The screen is covered with non-reflective glass to make it easier to view in most lighting conditions. Colors and the design of the display were selected to make the screen comfortable to view.

Base Screen display

Large digital speedometer display on center is surrounded by an arching tachometer graph.

Indicators and warning lights appear on the top edge of the display.

A space below the speedometer accommodates pop-ups for incoming phone calls and alerts such as “low fuel,” “side stand down,” and “low temperature.

Bike Status Screen display

The rider can select this display option to put bike status information in a prominent position on the screen, with a smaller speedometer on the upper screen. Status information includes front and rear tire air pressure, engine temperature and oil pressure, battery voltage, and diagnostic codes.

Sportster S Model: Infotainment

The Sportster S model display supports infotainment generated by the rider’s Bluetooth-equipped mobile device. The motorcycle does not have an on-board infotainment system, and it is not equipped with speakers. Most infotainment functions also require a Bluetooth headset and speakers worn within a helmet (sold separately).

Music

Music files stored on a mobile device or music streamed through a mobile device may be played through the system, as the rider listens through a headset. The artist and track name will appear on the display, and the rider may use the hand controls to scroll through music files and adjust the volume.

Calls 

 Using voice commands through the headset, the rider can receive or place calls through a mobile device. The caller ID of an incoming call may appear on the display.

 Navigation

 Navigation is supplied by the Harley-Davidson App for iOS or Android, which must be downloaded into the rider’s mobile device. When navigation is enabled, the rider may select a moving map display or turn-by-turn map, either of which are displayed on the screen, assisted by audio instructions through the headset.

When the moving map is displayed, the speedometer, turn signals and other key information is displayed above the map.

Using the hand controls, the rider may pan and zoom the map to see more detail.

The Harley-Davidson App helps riders get the most out of their time on the road with features including recommended rides, ride planning, ride recording, riding challenges and the ability to find Harley-Davidson® dealerships, gas stations, hotels, restaurants, motorcycle events and other attractions.

The Harley-Davidson App navigation system automatically updates, a convenient feature that can be utilized in place of adding updates to an on-board navigation system.

Sportster S Model: Cornering Rider Safety Enhancements

The Sportster S model is equipped with Cornering Rider Safety Enhancements by Harley-Davidson, a collection of technologies designed to enhance rider confidence during unexpected situations or adverse road conditions. Cornering Rider Safety Enhancements are designed to match motorcycle performance to available traction during acceleration, deceleration, and braking, in a straight line or while in a turn. The systems are electronic and utilize the latest chassis control, electronic brake control and powertrain technology.

The Sportster S model is equipped with a six-axis inertial measurement unit, or IMU, that measures and reports the lean angle as it navigates a turn. While cornering, available grip for braking or accelerating is reduced. Cornering enhanced technology takes this into account, and for optimal performance, intervenes differently when the motorcycle is leaned compared to when the motorcycle is upright.

Disclaimer: Available traction is determined by the road/tire interface. The systems are only able to adjust brake pressure or powertrain torque in an attempt to keep the forces at the tire from exceeding available grip. These technologies do not have the ability to increase grip, to intervene when the rider has not made a brake or throttle application, or to directly influence vehicle direction. This is a key difference between motorcycle systems and automotive stability control. The rider is ultimately responsible for steering, speed and path corrections.

ABS is designed to prevent the wheels from locking under braking and helps the rider maintain control when braking in a straight-line, urgent situation. ABS operates independently on front and rear brakes to keep the wheels rolling and prevent uncontrolled wheel lock. Cornering Enhanced Antilock Braking System (C-ABS) is a variant of ABS that takes into consideration the lean angle of the motorcycle. While cornering, the available grip for braking is reduced and C-ABS automatically compensates for this reality. Rear-wheel Lift Mitigation utilizes the C-ABS sensors and the inertial measurement unit (IMU) to manage rear-wheel lift during heavy braking and further balance deceleration and rider control.

Cornering Enhanced Traction Control System (C-TCS)

Traction Control System (TCS) is designed to prevent the rear wheel from excessive spinning under acceleration. TCS can improve rider confidence when available traction is compromised by wet weather, an unanticipated change in the surface, or when riding on an unpaved road. Cornering Enhanced Traction Control (C-TCS) is a variant of TCS that accounts for the lean angle of the motorcycle. Each pre-programed Ride Mode has a specific level of C-TCS. In the customizable ride modes, the rider can select from three levels of C-TCS intervention.

The rider can deactivate C-TCS in any Ride Mode when the motorcycle is stopped and the engine is running. Changing to Rain Mode will automatically re-enable C-TCS, but C-TCS may be disabled again after Rain Mode has been selected. C-TCS can be re-activated with the push of a button on the right-hand control when the motorcycle is stopped or underway.

C-TCS is also designed to support Front-Wheel Lift Mitigation (FLM) to reduce the height and duration of front-wheel lift (wheelie). The height and duration of front-wheel lift is tied to the rider-selected Ride Mode, with Rain being the most-restrictive and Sport being the least-restrictive of the standard modes. Turning off C-TCS fully disables both C-TCS and FLM.

Cornering Enhanced Drag-Torque Slip Control System (C-DSCS)

Cornering Enhanced Drag-Torque Slip Control System (C-DSCS) is designed to reduce excessive rear-wheel slip and help prevent rear-wheel lock under powertrain-induced deceleration, which typically occurs when the rider makes an abrupt down-shift gear change or quickly reduces the throttle while on wet or slippery road surfaces.

When C-DSCS detects excessive rear wheel slip under powertrain-induced deceleration it will adjust engine torque delivery to better match rear-wheel speed to road speed. The action of C-DSCS is tailored when cornering, based on detected lean angle.

Tire Pressure Monitoring System (TPMS)

Tire Pressure Monitoring System (TPMS) alerts the rider to low tire air pressure. Maintaining proper tire air pressure is important both for vehicle performance and tire life. The TPMS displays current front and rear tire pressure on the color display screen and displays an indicator to alert the rider when tire pressure is low, and the pressure should be checked.

Sportster S Model: Ride Modes

The Sportster S model offers selectable Ride Modes that electronically control the performance characteristics of the motorcycle, and the level of technology intervention. Three of the modes are pre-programmed, while two additional modes may be customized by the owner. Each Ride Mode consists of a specific combination of power delivery, engine braking, C-ABS and C-TCS settings.

The rider may use the MODE button on the right-hand controller to change the active ride mode while riding the motorcycle or when stopped, with some exceptions. A unique icon for each mode appears on the instrument display when that mode has been selected.

With the exception of the Road Mode, the rider may disable Ride Modes through the settings menu on the instrument display. The Custom Ride Modes need to be enabled by the rider through this settings menu before they can be selected with the MODE button during operation.

Road Mode: Intended for daily use, Road Mode delivers balanced performance. This mode offers less-aggressive throttle response and less mid-range engine power than Sport Mode, with a higher level of C-ABS and C-TCS intervention. In some markets Road Mode is the default “key on” mode on the Sportster® S model, while in North America the bike will always default to the Ride Mode selected at the last “key off” event. If there is ever a Ride Mode fault issue, the system will automatically default to Road Mode.

Sport Mode: Sport Mode maximizes the rider connection to the motorcycle for a direct and visceral performance riding experience; the rider will experience the full performance potential of the motorcycle in a direct and precise manner, with full power and the quickest throttle response. C-TCS is set to its lowest level of intervention, and engine braking is increased.

Rain Mode: This mode is designed to give the rider greater confidence when riding in the rain or when traction is otherwise limited. The Rain Mode is also an appropriate setting for riders building confidence as they become familiar with the motorcycle. Throttle response and power output are programmed to significantly restrain the rate of acceleration, engine braking is limited, and the highest levels of C-ABS and C-TCS intervention are selected.

Custom Mode: The Sportster S model has two Custom Ride Modes. Within each Custom Mode the rider may create a set of performance characteristics to meet personal preference or for special situations. To create a Custom Mode the rider may select their combined preference of engine torque delivery characteristics, engine braking, throttle response, and C-TCS and C-ABS intervention, within specific ranges. For example, the rider could create a mode with the Sport engine performance and maximum throttle response (as is pre-programmed Sport Mode) but with a lower level of engine braking than is offered in the pre-programmed Sport Mode.

Sportster Race History

Ask Lance Onan about milestone Sportster models during the past 50 years. His eyes light up and his words flow fast.

“The first XR750 is one of the great Sportster derivatives. The 1970 world speed record-setting streamliner, the 1958 XLCH, the 1977 Café Racer and of course the 1983 XR1000.”

When it’s pointed out that all of these Sportsters are performance versions of the model, he quickly retorts, “Well of course! That’s the heritage and foundation of this model.”

Onan should know. As the Platform Marketing Director for the Sportster line at Harley-Davidson, it’s both his job and passion to know every nuance of the motorcycle that celebrates its 50th birthday in 2007.

He’s the expert of the experts, the human encyclopedia.
“Sportsters were the original hot rod motorcycles, the first superbikes,” he says. “They remained that way until superbikes evolved into 15,000-rpm rockets capable of leaning so far that expert riders could drag their knees in the corners.

“Sportsters were and still are real-world hot rods for sane riders. They’re light. They’re nimble. They inspire confidence. And they’re pure.”

Origins of a Hot Rod

Before there was a Sportster, Harley-Davidson produced the K (and later KR) as a small, lightweight performance motorcycle meant to do battle with the British and European motorcycles of the late 1940s and
early ’50s.

The Sportster era began with the introduction of an overhead-valve, 55-cu.-in. engine in 1957, which replaced side-valve motors (Flatheads)
used on the K. Overhead-valve cylinder heads delivered more horsepower and, integrated with a 4-Speed transmission, delivered a new level of performance for the time.

When describing the original 1957 XL Sportster, Willie G. Davidson (current H-D Senior Vice President & Chief Styling Officer) said: “This motorcycle was king of the street. Stoplight to stoplight, the Sportster
had a lot of power compared to other motorcycles of the time. As a higher-performance sport model, the Sportster was not loaded down with saddlebags, luggage racks or extra lights.”

While the ’57 Sportster marked a new direction for Harley-Davidson performance, it was a ’58 model that began the Sportster legend. It was called the XLCH, and the CH stood for “Competition Hot.”

Built in limited numbers for competition use with 12 percent more power and even more stripped of unnecessary weight than its predecessor, the XLCH was the exclamation point to the Sportster’s statement of purpose. It also featured two iconic visual treatments:
staggered dual exhaust and the classic Sportster fuel tank.

While the former would appear regularly over the next five decades, the latter became the Sportster’s signature styling cue. Thanks to its competition success in competition, the XLCH and a road-only XLH
saw full-production status in 1959, and a
generation of motorcyclists would come to
respect (and fear) the dominant American
sport bike.

Decades of Dirt Track Dominance

Harley-Davidson has a long history of
racing motorcycles, dating to the boardtrack
bikes at the turn of the last century
and continuing to the present day two-time
NHRA Pro Stock Drag Bike Championship winning
V-Rod. But suffice it to say, no motorcycle
is more closely identified with the
Motor Company’s success on the racetrack
than the XR750 dirt tracker.

Dirt track racing is the original form of
American motorcycle racing, and an arena
in which Harley-Davidson has competed
since its infancy. Ranging from 1/3 to 1-mile
long, these packed dirt ovals awe spectators
with competition that reaches 130 mph on
the straights and 80 mph in the corners,
while it rewards racers who can manage the
tenuous traction with their bike pitched
sideways, within inches of other racers.

Spectacular, dangerous and always dramatic,
dirt track racing has always been important
to Harley-Davidson, thus the company’s
dedication to building the XR.

Designed to compete in the AMA’s Class
C professional racing class, the first XR750
featured a de-stroked Sportster engine shoehorned
into a special racing chassis. One
look at this motorcycle and its functional
focus is unmistakable—it’s all business.

You see it in the minimal fuel tank, chopped
fender and right-side mounted shift lever. To
call the XR750 a legend is an understatement.
To call the original XR750 a Sportster
is a fact.

First offered as a 1970 model, the XR750 was a motorcycle built for one purpose: To dominate the dirt track.

Willie G’s description of the XR750
sheds important light on its connection to
the Sportster: “The relationship between the
750 and the Sportster shows up in its name:
‘X’ for Sportster and ‘R’ for racing. Like the
Sportster, the XR750 combines power,
weight, performance and handling, but in a
more extreme way.”

Often referred to as the “iron XR,” because
of its cast-iron cylinders, the original
Sportster-powered 750 was replaced in
1972 by an aluminum XR engine.

Nevertheless, the original XRs were a formidable
force on the track and set the stage for
dominance that continues to this day. The
character of the XR is reflected in the 883R
models of recent years, which share its simple
styling elements along with the orange
and black color scheme.

The year 1970 is important in Sportster
history for more than just the famed XR750.
In October of that year, Harley-Davidson
went to the salt flats of Bonneville near
Wendover, Utah, for an assault on the absolute
motorcycle land speed record, held
previously by twin-engine machines.

The vehicle they designed for the record
attempt was a monocoque streamliner measuring
19 feet long and a slight 25 inches
high, and was powered by a single, heavily-modified
Sportster engine. The driver, veteran
road racer Cal Rayborn, had to lay almost
flat on his back and look out side
windows to steer the machine down the sunbaked,
salt lakebed.

After several days of working out the kinks and detailing the machine, Rayborn blasted down the five-mile
course to clock a speed of 266.785 mph for
the measured mile. His return run of
264.200 mph was good enough for an average
of 265.492 mph, the fastest speed any
motorcycle-powered vehicle had ever attained,
and that stood for many years.

Café Racer and a Potent 1000

Street-legal, road racing-based motorcycles
have a long and popular history, particularly
in Europe where these machines are
called “café racers.” Willie G. was a fan of
the style and had the moxie to do something
about it, culminating in the 1977 XLCR
Café Racer.

“I had an idea to build a Sportster motorcycle
in a racerly mode,” he said. “The
Sportster bore the closest resemblance to
performance vehicles like our famous XR
racer. Although the engines differ in many
ways, they’re still cousins. The Café Racer
has that stripped-down, lean and mean look
of the XR, especially in the tail section.

“The Café Racer featured cast alloy
wheels, which was a first for us. We continued
with a very tight-fitting, minimal front
fender and short, drag-style bars. A small
quarter-fairing surrounds the headlight and
includes a dash panel around the speedometer
and tachometer.”

Dressed in various finishes of black and highlighted with a gold-toned Bar & Shield on the stretched fuel tank, the 1977 XLCR is the most uniquely styled motorcycle in the
history of the Sportster family. Produced for
just two seasons, the XLCR today is highly
collectible, with a strong cult following.

Equally as revolutionary as the XLCR
was the 1983 XR1000. Its engine was based
on the alloy XR750 powerplant, with dual
carburetors sporting pronounced air filters
hung out in the wind and upswept exhaust
pipes on the left side. Producing race-worthy
70 horsepower. The XR1000 was the
most powerful street machine Harley-
Davidson had ever produced, and another
legendary Sportster derivative.

Modern Era

With the arrival of the Evolution engine,
1986 marked what most consider the beginning
of the modern Sportster era and the
end of the line for the venerable Ironhead
V-Twin.

The first of the Sportster Evos were
available in 883 and 1100cc displacements,
and later the now-familiar 1200cc displacement. The model itself evolved during recent decades to satisfy the varied demands of different types of riders, including
those who tour, those who are new to the sport and even those who are vertically challenged.

Onan sums it up very succinctly, “It’s
the hardest working bike we’ve got.”
This shouldn’t be surprising, because
the attributes that defined its original
performance image—narrow architecture,
nimble handling and strong acceleration—
make it popular with so many different riders.

Yet the Sportster’s performance
image remains unblemished. No further
proof is needed than to attend any local,
sanctioned motorcycle drag race, where
the culmination of a powerful launch
and numerous Screamin’ Eagle performance
products converge with astounding
quarter-mile elapsed times.

Or look at the upper echelon of AMA Superbike racing, where racers like Nicky Hayden
and Ben and Eric Bostrom ply the trade
they learned competing on Sportsters in
the AMA 883 Racing Series. And while some may view the improvements like rubber engine mounting,
EFI and further narrowing of the chassis
components in recent years as a softening
of Sportster, those who have ridden the
latest examples know firsthand that the
result is a greater emphasis on rideability
and performance. You
can have your cake…and lay down some
rubber, too.

Guys like Willie G. Davidson, Lance
Onan and the other people at Harley-
Davidson who live and breathe these
bikes on a daily basis know better than
anyone the Sportster’s performance
pedigree. One ride on a 2007 model
and one look at the concept XR 1200
(see sidebar below) are proof they’re
intent to add to it.

Sportster XR 1200 Prototype

This burly, muscular motorcycle is neither an artist’s rendering nor an after-hours, “just-for-fun” engineering exercise. Nope, it’s a Sportster XR 1200 prototype built by Harley-Davidson and displayed at the INTERMOT Motorcycle Show in Cologne, Germany. This stunning temptation screams “Build me and ride me!”

The inspiration for this bike is clearly the XR750, but the engineering is decidedly street-oriented. Downdraft fuel injection contributes to its 85-90 HP target. Massive 43mm inverted forks, dual four-piston front brake calipers and radial tires suggest that corners
be attacked, not negotiated. And the fact that a license plate bracket exists may mean that European H-D personnel will want to put it to the test at the Nu¨rburgring.

Prototypes aren’t new to Harley-Davidson, but showing them to the public is. Whether or not this XR 1200 prototype becomes reality depends largely on public reaction in Europe. Are they hungry for a Harley like this?

This article was written in 2006 for the Enthusiast Magazine by Reg Kittrelle

There’s a distinct passion around the Sportster. My first Harley was a new 1969 XLCH. At the time a Harley dealership looked like a garage or a backyard bike shop with two platforms available, the dresser and the Sportster. The Sportster stuck out like a Corvette in a pickup truck lot.

We’ve studied the changing technology challenging new platforms. But we can’t ignore the competition. Indian has made major inroads into the American motorcycle market, racing and new models.

Here’s the new 2023 Scout Platform

The Indian Scout was introduced at the 2014 Sturgis Motorcycle Rally as a 2015 model. The 2015 Scout is a cruiser with a 1,133 cc (69.1 cu in) liquid-cooled, double overhead camshaft V-twin engine and a frame formed by multiple aluminum alloy castings bolted to each other and to the engine.

Powerful, RELIABLE, COMFORTABLE
& AGILE – NEW SCOUT ROGUE OFFERS
THE MOST AGGRESSIVE STYLE &
PERFORMANCE-MINDED EXPRESSION
OF THE ICONIC INDIAN SCOUT

Indian Motorcycle, America’s First Motorcycle Company, unleashes the most aggressive iteration of its iconic Indian Scout model with the launch of the new Scout Rogue and Scout Rogue Sixty. Packed with attitude and edge, thanks to its aggressive styling and performance-minded features, Scout Rogue exudes performance, begs for more throttle and is ready for whatever
comes its way.

Combining iconic design with contemporary style, the Scout Rogue demands attention and inspires riders to express a bolder sense of self-expression.

A lineup of new features give Scout Rogue its edgy, hard-riding demeanor, including a quarter fairing, mini ape-hanger handlebars, sport style seat,
blacked-out fenders and valve covers, and a 19-inch front wheel. The proven Scout and Scout Sixty powertrains pack serious punch with loads of low-end
torque for snappy acceleration.

“For so many motorcyclists, riding carries a rogue spirit – a bold statement of freedom and individuality that brings riders together – and Scout Rogue
delivers that in spades,” said Aaron Jax, Indian Motorcycle Vice President. “It’s an attitude that can only be found on a motorcycle, and it creates a
totally unique level of camaraderie and community, and that’s what Scout Rogue is all about.”

The introduction of the Scout Rogue and Scout Rogue Sixty add two more Scout models for riders looking to stand out from the crowd. Starting at $9,999, the Scout Rogue Sixty opens the door for even more riders to join
the crew. Each model inspires rider confidence with a low seat height and manageable wheelbase, while a lower center of gravity provides superior
handling for all riders – regardless of experience and skill level.

The 2022 Scout Rogue and Scout Rogue Sixty will begin shipping to Indian Motorcycle dealers throughout the U.S. and Canada in early 2022. Riders
can learn more at their local Indian Motorcycle dealership or by visiting
IndianMotorcycle.com.

Riders can also achieve a smoother, more comfortable ride with increased suspension travel from Adjustable Piggyback Rear Shocks. Using twist knobs,
riders can easily dial-in their compression and rebound damping settings.

For superior nighttime visibility, the Scout Pathfinder 5 ¾-inch Adaptive LED Headlight activates 15 individual beams based on the bike’s lean angle. The
upgraded headlight utilizes patented technology that projects light farther and improves the overall light spread in front of the bike.

STYLE ACCESSORIES

To add personalized, custom-inspired styling, riders can add Smoked LED Turn Signals and an Auxiliary Tachometer with Shift Light. Rather than amber and red turn signal lenses that can distract from the bike’s
style, the smoked turn signals feature clear lenses, but still provide bright, easy-to-see amber LED lighting in front and bright red LED lighting in the rear.

Mounting next to the standard instrumentation, the Auxiliary Tachometer with Shift Light keeps the rider aware of the engine speed (RPM) and enhances
the bike’s high-performance style. An LED shift light illuminates to indicate recommended shift points.

COMFORT ACCESSORIES

Whether riding solo or two-up, exploring a town or crushing some miles, Indian Motorcycle offers a host of comfort and touring accessories. Scout Rogue riders can personalize their ergonomics with the Rider Comfort Seat. The Syndicate 2-Up Seat and Syndicate Low Profile Passenger Backrest adds comfort for passengers.

If packing for the long haul, riders can add the black Saddlebag. A Solo Luggage Rack and a black, water-resistant Solo Rack Bag are also available.

Specs:

Engine DOHC, 4-valves per cylinder, semi-dry sump
Transmission 5-speed, constant mesh / foot shift
Battery 12 volts, 13 amp/hour, 245 CCA
Bore x Stroke 3.661″ x 2.898″ (93 mm x 73.6 mm)
Charging System 35 amp max output
Clutch Wet, multi-plate
Compression Ratio 11 : 1
Cooling System Liquid
Displacement 60 cu in / 999 cc
Exhaust Split dual exhaust with cross-over
Final Drive Belt drive, 141 tooth
Fuel & Capacity 91 octane recommended, 3.3 gal (12.5 ltr)
Fuel System Electronic fuel injection, closed loop / 54 mm bore
Oil SAE 15W60, 4.5 qts (4.3 ltr)
Primary Drive Gear drive wet clutch
Horsepower 78 hp at 7200 rpm
Peak Torque 65 ft-lbs at 5800 rpm (88.8 Nm at 5800 rpm)

Front Suspension Telescopic fork, 41 mm diameter, 4.7 in (120 mm) travel
Rear Suspension Dual shocks, 2.0 in (51 mm) travel, adjustable

CHASSIS

Dry Weight 520 lbs (236 kg)
Ground Clearance 5.1 in (129 mm)
GVWR 988 lbs (449 kg)
Length 87.5 in (2223 mm)
Rake/Trail 29° / 4.7 in (120 mm)
Seat Height 25.6 in (649 mm)
Wheelbase 62 in (1576 mm)

BRAKES

Brake System Type Individual front and rear control
Front Braking System Single 298 mm floating rotor with 2-piston calipers
Rear Braking System Single 298 mm floating rotor with 1-piston caliper

WHEELS & TIRES

Front Tire Metzeler Cruisetec 130/60B19 61H
Front Wheel Cast Black 19″ x 3.5″
Rear Tire Metzeler Cruisetec 150/80R-16
Rear Wheel Cast Black 16″ x 3.5″

Black Metallic $9,999 US / $12,299 CAN
Black Metallic (ABS) $10,899 US / $13,199 CAN
Bronze Smoke (ABS) $11,399 US / $13,699 CAN
Titanium Smoke (ABS) $11,399 US / $13,699 CAN

Did you notice the passion infused into the Scout platform? But there’s more, when it comes to the Indian vs. Sportster line-up and the competition on the track.
We need to focus on the FTR750 or the FTR1200 in addition to the Scouts as upcoming competition to the Sportster platform.

The bikes used in the AFT series are actually FTR750s, which was introduced as a consumer bike back in 2018/2019 as the FTR 1200. The Scouts are all considered “cruiser” motorcycles with no affiliation to flat track.

The “new” 2023 addition to the FTR lineup is that the Sport trim is replacing the FTR S. While it’s not a completely new bike in itself, it comes in a sport-bike esque trim, with a new tank, number plate, etc. In addition to the new style of the Sport, the FTR R Carbon and Sport both are upgraded with the touchscreen display, featuring RIDE COMMAND technology, with imbedded navigation among other tech features. For the Scout, the only new-new addition to the lineup is the Scout Rogue, which we launched back earlier this year, around April. It complements the base Scout, Scout Sixty, Scout Bobber, Scout Bobber Sixty, and Scout Bobber Twenty trims.

INDIAN MOTORCYCLE RACING DOMINATES NEW YORK SHORT TRACK, SWEEPS PODIUM WITH BAUMAN, VANDERKOOI AND MEES

Win Ties Briar Bauman for Second in Championship Points Chase

Jarod Vanderkooi Scores Second Podium Finish of Season

Reigning Champion Jared Mees Maintains Top Position on SuperTwins Leaderboard Following Third-Place Finish

The 2022 American Flat Track (AFT) season returned to action this past Saturday for the New York Short Track, where Indian Motorcycle Racing, presented by Progressive Motorcycle Insurance, swept the podium. Indian Motorcycle Wrecking Crew rider Briar Bauman triumphed after a hard-fought battle with fellow Indian Motorcycle Privateer Jarod Vanderkooi, as Bauman’s second win of the season propelled him into a tie for second on the SuperTwins season leaderboard. Rounding out the all-FTR750 podium sweep in third was reigning Indian Motorcycle champion and current points leader Jared Mees.

When the 10-second card dropped on the main event, Mees launched off the line to a second-place start and quickly began challenging for the lead. Meanwhile, Bauman started the race in fifth place from the second line. On lap two, Mees took the high line to sneak into the front position and swiftly began pulling away from the field.

Unfortunately, a big mistake a few laps later saw Mees almost go into the fence, which allowed the competition to close in on his rear wheel. Vanderkooi took advantage, taking over the lead at the six-minute mark. Despite a slow start, Bauman was relentless in his pursuit to the front of the pack. In the final four minutes, Bauman crept to the inside of his teammate to take over second and tuck in behind Vanderkooi.

Throughout the late stages of the race, an intense game of cat and mouse ensued as Bauman and Vanderkooi diced back and forth and meticulously maneuvered their way around lappers. Bauman continued to ride masterfully, sliding to the inside of Vanderkooi to take over the lead with only 30-seconds plus two-laps remaining, ultimately taking the checkered flag and the win. This victory marks the former two-time champion’s second of the season.

“This is a huge win for Briar [Bauman]. He’s been struggling a bit over the past few rounds so it was great to see him fight through the pack tonight. This victory also puts him right back in the thick of the championship chase so hopefully he can continue to carry this momentum through the second half of the season,” said Gary Gray, Vice President Racing, Service & Technology for Indian Motorcycle. “We could not be more proud of our team and all the Indian Motorcycle riders to come away with a podium sweep. I’m very impressed with Jarod’s [Vanderkooi] effort. He was so close to pulling out the win.”

Mees continues to lead the championship chase with a 16-point advantage, while Bauman’s win moved him up one spot in the standings, now tied for second overall with 140 points.

FTR: An American Original

Headlining the 2023 model year news is the introduction of a new FTR mid-range trim, the FTR Sport. Replacing FTR S, the FTR Sport sits just below the premium FTR R Carbon, but above of the FTR and FTR Rally – creating four distinct trim models for riders to choose from.

Designed for riders to cut loose and enjoy the pure sport of motorcycling, the FTR Sport’s bold aesthetics and sporty componentry, including a number plate, chin fairing and seat cowl, take the FTR’s energetic attitude to another level. A totally unique take on American V-twin performance with an unmistakable, muscular style, the FTR truly is an American original.

Indian with Polaris behind them is a powerhouse competitor to Harley-Davidson and specifically the Sportster platform. They have seven new Scout models, five FTRs and I was told some of the Chiefs (six models) can compete with the new Sportster line-up.

“New Sportsters are powerful but pricey,” Tom Motzko from Drag Specialties said recently. We spoke about keeping the Evo Sportster alive and he pointed out that the new H-D Sportster isn’t taking on the roll of an entry level motorcycle, but used Sportsters and the aftermarket will support that roll. “We still distribute everything needed to keep Sportsters alive, although the platform has always represented less than 20 percent of our market.”

S&S builds almost every engine component needed to keep an Evo Sportster alive, and Tom from Drag said it all, “We’re never giving up on Sportsters.”

Happy New Year, Goddammit

It Better Be!

Let’s head into this year determined to make a difference. We can do it by raising hell, joining all the rights groups we can, writing letters to elected representatives and demanding truth and integrity.

It was bullshit audacity to think anyone can break up our free country without a fight. This year we fight for reasonable borders, clean, crime-free cities, free speech and scientific transparency. Hell, oil didn’t come from fossils, it’s natural and we need all the CO2 we can get. It ain’t a pollutant!

Don’t be bullied, fight back! Let’s make a difference in 2023

— Bandit

Team www.Bikernet.com Wishes You A Very Happy New Year 2023

Buell® Announces Upcoming Job Openings for Q1 of 2023 based in Grand Rapids, Michigan

Buell Motorcycles, a Grand Rapids, Michigan-based manufacturer of high-performance motorcycles, is looking to add skilled and motivated individuals that have a passion for building exciting new products, contributing to a dynamic work environment, and becoming part of the Buell team.

“We are excited to take another big step forward in the continued growth of Buell. Today that big step forward is growing the Buell team here in West Michigan,” said Steve Laham, Chief Products, Development & Strategist Buell Motorcycle Co. “The Buell team’s expansion is in a multitude of areas of growth and will allow us to continue providing high performance motorcycles in the marketplace.”

Over the next three months, Buell will be hiring full and part-time employees across multiple areas within the company including:

• Engineering
• Manufacturing Operations
• Digital Marketing Specalist
• Production Staff
• Painting Professionals

Prior skills and experience are a plus, but not a must with the right enthusiasm, self-motivation and a willingness to contribute to a dynamic work environment, and becoming part of the Buell team.

“We’ve built out an excellent senior leadership team with deep experience across the motorsports and transportation industries that all have a passion for two-wheeled products.” said Bill Melvin, CEO of Buell Motorcycle Co. “We are looking towards the future of the company and will continue to grow our team here in Grand Rapids to keep up with demand and develop some new exciting products.”

With formal job postings expected in Q1 of 2023, interested parties can submit their resume and position of interest to careers@buellmotorcycle.com.

Buell is back and delivering performance and excitement at every turn. For future Buell updates, follow our news page on our website and our social media pages.

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