31 Май 2015 | Author: | Комментарии к записи HARLEY-DAVIDSON DYNA WIDE GLIDE отключены
Harley-Davidson FX Super Glide


By Chuck Hawks

courtesy of Harley-Davidson Motor Co.

The of the Dyna Glide line are the leaders amongst Harley’s big They combine a Sportster end with their own unique Dyna Glides are the lightest, handling, and most versatile of the big

Their vibration quelling isolation engine mounts and frame allows Harley to them as sport cruisers, cruisers, or factory customs. relatively light weight them a natural choice as the for a hot rod bike. Generations of individual have built Dyna of every imaginable type and

The Wide Glide model in the Harley alphabet) that is the of this review is the most of all the Dyna Glide models. It is the Dyna Glide expression of the custom concept that has been refining since the 1970’s.

My friends at Doyle’s of Eugene, Oregon were enough to loan me a new 1999 Glide to test. I was attracted to the Glide because, (A) it is a member of the family, my favorite big twins; and (B) it is the beautiful of all Dyna models. thinking there might be a Glide in his or her future almost has to out a Wide Glide.

The Wide is available in a wide variety of many of which are two-tone (my It has a chopped rear fender sweeps up at the back. The front is the trim and perfect Sportster

The Wide Glide has the most fenders in all motorcycling. The headlight is chrome, and clean. A low sissy bar and passenger backrest complement the pillow-look seat.

Just about every on a Wide Glide that be chrome, is chrome, far too many to here.

Harley’s 2000 describes the rest of the Wide this way: Low, seat. Forward foot Factory ape hangers. A wide, fork and 21 laced wheel the job.

That wide of course, is where the bike its name.

Other cruisers be described in similar terms, but on the Glide it all comes together to a stunningly attractive motorcycle. is in the details. Photographs cannot do it

To appreciate just how good bike looks, I suggest a to your local Harley-Davidson to see one in person, if, of course, they one in stock—Wide Glides are very and often backordered.

Reasonably specifications for the Wide Glide can be on the Cruiser Motorcycle Comparison on my Motorcycle Page, so I will hit the highlights here. The seat is 26.8 inches. The ground is 5.38 inches.

The maximum angles are 31 degrees right and 32 left. The forks are raked at 32 The dry weight is listed as 612 pounds. The is 66.1 inches. The Fat Bob gas tank 5.2 gallons.

The OEM tires are Dunlop ply, a D402 MH90-21on the and a D401 130/90B-16 on the rear, on chrome laced wheels.

includes a tank-mounted speedometer odometer and resettable trip fuel gauge, and the usual lights. There is no tachometer, is a sin of the first magnitude; no motorcycle be sold without a tach.

Like all modern Harley-Davidson the Wide Glide comes a halogen headlight, self-canceling signals (which should be on all motorcycles), maintenance free final drive, outstanding controls, and a 5 speed gearbox.

Wide Glides had a single brake with a single caliper, front and rear. were adequate, but far from 2000 models received improved discs with piston calipers at both which make a terrific in braking feel and confidence.

The Y2K also got sealed wheel and a new sealed battery. Otherwise, appear identical to the 1999 reviewed here.

The big news for was the introduction of the new Twin Cam 88 (88 cubic or 1450cc) motor. It is hard to emphasize the importance of this The 80 cubic inch (1340cc) motor it replaced was a fine and engine, but in the years since its in 1984, it had been surpassed in by some competing V-twins. The Cam 88 reverses that. It is the best V-twin cruiser engine on the and the best looking.

It is improved in every way, and represents the change in Harley power since the introduction of the Knucklehead. my review of the Dyna Convertible for about the Twin Cam 88.

As supplied by the in EPA trim, the Twin Cam 88 motor good acceleration and more adequate passing power. It is a motor. Motorcycle magazine tests show quarter times in the upper 13 second at around 95-96 MPH.

EPA is also quite good, at 42 highway.

All stock Dyna come with a 40mm CV which is jetted very a quiet but restrictive air cleaner, and but restrictive staggered shorty mufflers. This is courtesy of government regulation. Even so, the technicians at H-D dyno tested a TC 88 motor, they got a very torque curve that at about 70 lb.-ft. @ 3000 and a peak of about 59 HP @ 5000 RPM (at the wheel).

Even in this restricted a Dyna Glide will away the great majority of the cruisers.

Harley-Davidson dealers recommend re-jetting the carb, the stock air cleaner with a low Screaming Eagle air cleaner and kit, and replacing the stock with free flowing Eagle slip-fit mufflers. simple modifications are usually at the initial 500-mile service, or before the customer even the bike home. So you will encounter a truly stock on the street.

After these a TC 88 motor that Hot Rod Bikes dyno tested put out a maximum of lb.-ft. at 4000 RPM, and 75 at 5500 RPM, also at the wheel. (Note: HRB used the dyno at Bartels’ Harley-Davidson, seems to be a little more than the Dynojet dyno at the H-D That is the basic TC 88 configuration you encounter on the street, and it will put away all but a few select power

For the performance oriented rider, offers a wide variety of parts in its Screaming Eagle including economical 1550cc cylinder and piston sets. performance configurations include Harley refers to as Stage I, II, and Stage III, for both and 1550cc carbureted TC 88 engines.

A Stage I kit yields about 89 of torque, and 75 horsepower, and incorporates the modifications mentioned above, the 1550cc Big-Bore cylinders standard compression flat top a 42mm SE/Mikuni flat carb, and the 6200 RPM Performance System.

Harley-Davidson FX Super Glide

Stage II bumps that up to 98 lb.-ft. and 81 HP. It uses the same as Stage I, but adds a cam kit and adjustable so you can go from Stage I to Stage II no wasted parts. Stage II you more performance than anyone needs, and few owners go Stage II.

Stage III requires the alternative (but no more high compression pistons and the alternative 6200 RPM Race System (same price as the 6200 RPM system). Stage III in approximately 100 lb.-ft. of torque, and 82 HP, slightly broader power for both. All of the above torque and figures were measured at the wheel by H-D technicians using a Dynamometer.

I was afraid that the styling features that the Wide Glide look so (like the raked-out forks and ground clearance) would up the otherwise good Dyna handling. I also worried the ergonomics, not being a fan of laid riding positions, forward or ape hanger handlebars. I needn’t worried.

The ergonomics turned out to be comfortable, if unfamiliar to me. I had a tendency to the footpegs with my feet starting from a … automatically trying to put my feet in a conventional position, where the weren’t, instead of way out there in where the footpegs were. I found the pegs, I had no problem braking, or riding with the controls.

I must have pretty funny, though, my feet around as I rolled from stop signs and signals.

I would recommend a windshield for cruising, as those ape hanger do spread you out in the wind. But then, I put a or windshield on just about bike I buy. I am into

Harley-Davidson offers some excellent detachable windshields can be removed in 60 seconds without

Even the seat seemed well designed. I usually stock motorcycle seats as a of course, since almost all of are uncomfortable for rides of any length. But if I a Wide Glide, I would on the stock seat for a while. It prove satisfactory.

This is praise for a Harley seat, of which (except for the touring seem designed more for than function.

Riding a Glide with a Twin Cam 88 even a brand new stock one as I is a kick. The bike’s low center of and low seat height make lot maneuvers a snap. The TC 88 engine has of torque to make stop and go easy. The motor’s rubber engine mounts work as The bike shakes when but at cruising speed it is very

The Wide Glide works on the road, any road, including streets, freeways, two lane and winding country roads. I them all, and never it wanting.

The TC 88 motor made slower traffic easy. You can roll on the throttle and pass a vehicle without fuss. I admit, I like the rush I get I drop down a gear and their doors off.

I myself it is safer to pass in the possible distance, and it probably is, but the reason I usually downshift is to enjoy the rush of acceleration. the Wide Glide has plenty of power.

The steering is light and responsive, with the 32-degree fork lighter than that of a Super Glide or Convertible forks are raked at a moderate 28 I can only guess that is due to less unsprung weight in because of the lighter 21 tire and its rim. Whatever the reason, the Glide is nimble for a big bike.

Of at some point reality set in if you pushed the bike really The 21 front tire has a smaller patch than the wider 19 on the other Dyna Glide so it will wash out sooner. The of 2.5 degrees of lean angle, as to a Convertible or Super Glide means that the Wide will drag parts But I never pushed the bike hard, nor would I intentionally any other motorcycle right to the

I ride for the enjoyment, not to prove and I enjoyed the heck out of my time on the Glide.

Harley-Davidson FX Super Glide
Harley-Davidson FX Super Glide
Harley-Davidson FX Super Glide

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