Harley Davidson FXR 1340 Super Glide

13 Фев 2015 | Author: | Комментарии к записи Harley Davidson FXR 1340 Super Glide отключены
Harley-Davidson FXR 1340 Super Glide II
Harley-Davidson FXR 1340 Super Glide II

With a factory-built custom you the joys of begging painters and chrome-platers. But it still is expensive.

Disc Glide is probably already. Milwaukee made few of these high-glitter FXRDG something under 860 units, and by the you read this it’s the only Disc Glides will be used ones. in California fared even than in other parts of the States.

The Disc Glide available at all in the Golden State, a of California’s emission regulations mandate evaporative control on motorcycles built after 1, 1984. The small run of Disc came off the assembly line in 1984; it wasn’t worth the to build a special California

As a small company, Harley-David-son has the to run off small batches of machines. motorcycles aren’t always editions; rather Harley’s to assemble

special detail models in numbers is just a consequence of Harley-Davidson. When the price tag the altitude of $8199, one best be something pretty special, in of details, aroma or whatever, and in of exclusivity—owners are paying dearly not to themselves on the road.

The most trait of the Disc Glide is its wheel disc; up front a wheel supports things. The common FXRS and FXRT have cast wheels. concerns dictated the Disc rather eclectic wheel-fashion—the is supposed to look light and toward the front, and dense and down at the rear. The disc is a composite: two halves, joined by form the basic wheel.

The halves aren’t spun as assumed; they are formed in a process out of 0.160-inch aluminum. The wheel lacks any functional over the standard cast in fact, you must run a tube in the tire with the disc and, at 15 pounds, the disc two pounds more than the standard FXRS cast Functional superiority just where the FXRDG is at, or for that where any $8000 street is at.

Applying strict cost/function/benefit to motorcycles would have us all around on $2500 550cc

Function had little to do with the 12 aluminum engine covers. a testimony to the importance of finish. If were the overriding concern, motorcycle engines would be of rough, blackened castings.

companies avoid chrome on because it involves an expensive and process. As anyone who’s had chromed knows, the items to be must have perfect since every flaw up through the plate. That polishing means a lot of labor.

Furthermore, in a production setting, the chemicals and keeping them from contamination is more than it’s worth.

it’s doubtful Harley apply its chrome-plating tech widely, the company’s new paint-implanted probably will find application soon. What you see on the of the FXRDG tank is not a decal. Harley-Davidson uses a process in the graphic design is implanted the paint and covered by the clear There are no decal-ridges.

Milwaukee are zipped on the exact technology: Avenue state secret.

Harley-Davidson FXR 1340 Super Glide II

The Glide has the understated restraint of a furnishings; black, burgundy and black and brown leather is tame stuff compared to the Wide Glide with on its tank.

If seat height is any FXRS owners are getting every year. The seat according to Harley-Davidson, is down at inches, lower by more an inch from early twins. In the front, suspension remains unchanged; the tubes are and the bike’s triple crowns lower than before. In the

back, alas, the new lower-rider results in shorter rear and the loss of three-quarters of an inch of This hurts the bike’s clearance and sacrifices the comfort and control longer travel can A functional explanation of sorts the dropped seat— less riders feel more when they can get their flat on the ground as they to a stop.

Progress does in the clutch department: new aluminum clutch basket, hub and pressure assembly, together with a spring. This new wet clutch in its own oil bath; the primary drive has its own sealed cavity. The diaphragm looks like a thin disc-brake rotor, which, on edge, is slightly convex.

Set in place, the diaphragm spring can substantial force against the plate—exactly what you want an 80-cubic-inch engine—but at the clutch things lighten up. As a diaphragm compresses, its convex shape and when this occurs it with less pressure. there’s decreasing resistance the spring as the rider draws the lever in.

Other than the which works marvelously and the reduced suspension travel and clearance, which—however necessary for acceptance—mark a backward step a functional viewpoint, the Disc remains fundamentally the same as the tested in October 1983, the same frame, swing arm and Milwaukee has worked hard to get a motorcycle, and there’s no reason to the work will get much The latest burst of Japanese

neering activity has only to raise the general threshold of technology higher, and Milwaukee afford to have the FXR series out of date. Harley-Davidson has to give the what they need, they want and evidence in of fit and finish that their were well spent. A order, indeed, for any low rider, at any —

Harley-Davidson FXR 1340 Super Glide II
Harley-Davidson FXR 1340 Super Glide II
Harley-Davidson FXR 1340 Super Glide II
Harley-Davidson FXR 1340 Super Glide II
Harley-Davidson FXR 1340 Super Glide II
Harley-Davidson FXR 1340 Super Glide II

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