FXD Dyna Super Glide
Air cooled, four stroke, 45° V-Twin, OHV,
Bore x Stroke
95.3 x 101.6 mm
Single Keihin Carb
- / electric
67 hp 48.8 kW @ 5200 rpm
110 Nm @ 3100 rpm
5 Speed / Belt
Single 292mm disc 4 piston calipers
Single 292mm disc 4 piston calipers
If ever a bike embodied the name
Sportster®, it's the 1200S Sportster Sport.
Black ceramic-coated pipes, hot
cams, and dual-spark ignition send a strong performance message. As do the
triple disc brakes and premium, fully adjustable suspension. The Sportster
1200 Sport features a unique, tough look with its eye-catching powertrain and
black satin ceramic coated exhaust system. This aerospace coating technology
provides the exhaust finish with high temperature and corrosion resistance.
The fully adjustable cartridge-type front forks, fully adjustable gas
reservoir shocks in the back, triple disc brakes, and sport compound
performance tires all add to the exhilaration.
-Rigid mount 1200cc Evolution®
-High compression, dual-spark plug cylinder heads
-High performance cams
-Black powdercoated engine with polished and powder-coated covers
-Premium, fully-adjustable sport suspension
-Sport compound tires
-Textured sport seat
-Black staggered shorty dual exhaust
-Low-rise stainless steel handlebar
Vehicle specifications and
features may vary from country to country depending on local laws, and some
models are not available in certain countries.
New for 2001
No matter which Sportster you ride, you experience the evolution of a hot rod.
Since its introduction in 1957, through the XLCH, XR-750, XLCR Café Racer, XLX
and XLS Roadster, Sportsters have remained true to their beginnings providing
quick, responsive handling, flat torque curve and raw, racy style.
This model year, the XL powertrain
gets new high-contact ratio cam gears for quieter engine operation and a new
high efficiency oil pump to reduce oil carryover. Borrowing a casting
technique from the Twin Cam 88 engine, Spinylok Cylinder liners will be used
on the XL powertrain to reduce oil consumption by improving bore straightness.
In addition, all 2001 model year
Sportsters feature new Dunlop Harley-Davidson Series tires designed
specifically for Harley-Davidson motorcycles.
The Sportster 883, 883 Hugger and
Sportster 1200 continue to introduce new riders to the Harley-Davidson family
with great value.
The FXD Dyna Super Glide returns
with forward foot controls, custom handlebar riser structure and a sporty
The FXD Dyna Super Glide, the
epitome of "Harley-Davidson Sport," returns with its dual spark plug head,
high-compression motor, adjustable suspension and front dual-disc brakes.
The Sportster 1200 Custom carries
on with the custom touches riders desire.
Has it been the Sportster's
diverse genealogy, reliability or performance that led it to its place in
motorcycle history? Whatever the case, the Sportster family continues to honor
the past while reflecting the present.
Let's start another urban myth.
A lady named Sheila Boyle once told us a story of her 1975 Super Glide. She
said way back in the mid-seventies Willie G. Davidson (H-D's vice-president
of styling and member of the royal family) paid a visit to her
then-husband's Harley shop, Harley-Davidson West, at that time the world's
largest. Allegedly, when Willie G. saw her customized Super Glide with
shorter shocks, cut down seat and other custom goodies his jaw dropped. Sure
enough, a year or two later the Low Rider was born.
Myth or not, in 1977 Harley-Davidson's Low Rider was introduced at Daytona
Bike Week. Dubbed the FXS, it was the first of Harley's "factory customs"
that would later include the Bad Boy, Road King, Fat Boy and the epic
Heritage Springer. In addition to a low seat height, features on that first
Low Rider included raised white lettered tires, drag bars, mag wheels, and
an oft-copied two-into-one slash-cut exhaust. The bike was an instant hit,
inspiring Willie G. and his staff to create even more custom models - a
trend that continues today.
The eighties saw a rise of H-D's rubber-mounted FXR chassis to replace their
aging solid-mounted FX line. Naturally the Low Rider followed with the FXRS
model. This Low Rider was graced with dual disk brakes, a pop-up seat for
easy battery access and low rise bars. With the migration to the FXR
platform came the more significant development of the Evolution engine.
Harley was plagued throughout the seventies with a rapidly deteriorating
powerplant - the Shovelhead. In 1984, the introduction of their all-alloy
Evolution (or Blockhead) engine solved virtually all of the Shovelhead's
woes (with more advanced features like better oiling, tighter seals through
newer tooling and easier maintenance), while still retaining the same
general look. It took awhile to drop the stigma of Harleys being oil-leakers
and prone to breakdowns, but their image seems to have swung 'round full
Welcome to the nineties, and the Dyna chassis. The Dyna was
Harley-Davidson's first CAD-designed model, and featured an advanced engine
isolation system. The new set-up allowed more engine shake at idle, but less
at speed, resulting in vibration-free mirrors (and seat) during highway
cruising. This is opposed to the FXR's slightly-damped, but ever-present
vibes. When the FXR fell into extinction in 1995, the humble Low Rider was
re-christened the FXDL Dyna Low Rider and given a new skin.
For those of you familiar with the current Dyna platform, you may want to
skip the next few paragraphs. For the rest of you Dyna neophytes, pay
attention. The Low Rider's chassis shares all of the features and flaws of
its siblings. The Dyna frame is sort of Harley's version of a perimeter
frame. Differing from all other H-D frames, it has no center tube crossing
between the engine and transmission -- just a wreath of steel encircling the
entire powerplant/transmission. In stock configuration it performs
beautifully, but how many Harleys remain stock?
In performance-modified form, the Evo engine will tend to break
inner-primary cases, due to stresses placed on this piece in the "fully
isolated" configuration of the bike. Luckily, the aftermarket has developed
a workaround in the form of a brace for the bike's right side to spread the
torque produced by a bored, stroked, or otherwise modified powerplant.
Another customizer's nightmare can be found in the beautiful full fender
that extends almost all the way to the swingarm. When lowering a Dyna, the
fender has to be cut and re-painted to avoid catastrophic damage to this
piece when you hit a bump. Other nit-picks include a goofy key position
behind the seat on the right side, passenger footpegs that look like an
afterthought and excessive vibration at idle from the very loosely isolated
On the up side, the Dyna chassis has greater rigidity that its FXR
predecessor for better handling, increased vibration damping at speed (as
mentioned earlier), plus a hidden crossover tube on the rubber-mounted
exhaust pipes and easily accessed electronics.
The Low Rider was a motorcycle made to buck tradition when it was first
introduced in 1977, and it remains so today.
"We conducted an informal online survey on the topic of buckhorns vs. no
buckhorns. The results from our daily news."
Other than a narrow front end there is little of the original FXS in the
FXDL. The mag wheels, once thought to be trick in the seventies, are blase
today so the FXDL sports laced wheels.
The FXS had sporty drag-style handlebars, while the Dyna comes equipped with
A quick survey of everyone in our office revealed that not one of us likes
buckhorns, while Harley's PR department maintains they are the number one
accessory item sold.
What gives? Maybe you can help.
What remains of the original Low Rider is attention to detail. Wrinkled
black paint and chrome adorn most surfaces of this motorcycle. Handy highway
pegs add comfort on the interstate. A detachable passenger seat doubles as a
driver backrest, offering a little extra comfort - or a different look. A
fuel gauge tops the dummy gas cap on the left side of the tank, hitting
empty after around 180 miles of riding.
The new-for-97 spring rates are perfect for a blast through the twisties,
with only the limited leverage from those buckhorns impeding the fun. On the
open road suspension is smooth and supple, allowing hours to pass unnoticed.
Popular add-on item or not, we just didn't care for the buckhorn handlebars,
and we were also less than enthusiastic about the mid-mount foot controls.
However, all agreed that as a customization platform, the Low Rider was
untouchable. Maybe put some of Harley's cool forward controls and a set of
drag bars on it, and you'll have a machine to envy.
Is this the Low Rider of old, updated for the ninties? Absolutely not. In
fact about the only thing Harley's 1997 Dyna Low Rider has in common with
the original FXS is a low seat height and the Narrow-Glide front end that,
incidentally, has grown in fork size from a spindly 35mm to a more modern
39mm. What they do share is Willie G.'s flair for style and that wonderful
potato exhaust note.