Make Model	Harley Davidson FXD Dyna Super Glide
Year	2001-02
Engine	Air cooled, four stroke, 45° V-Twin, OHV,
Capacity	1449
Bore x Stroke	95.3 x 101.6 mm
Compression Ratio	8.8:1
Induction	Single Keihin Carb
Ignition  /  Starting	- /  electric
Max Power	67 hp  48.8 kW @ 5200 rpm
Max Torque	110 Nm @ 3100 rpm
Transmission  /  Drive	5 Speed  /  Belt
Front Brakes	Single 292mm disc 4 piston calipers
Rear Brakes	Single 292mm disc 4 piston calipers
Front Tyre	100/90-19
Rear Tyre	MT90 B16
Seat Height	673 mm
Dry-Weight	290 kg
Fuel Capacity	18.6 litres

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® engine
-High compression, dual-spark plug cylinder heads
-High performance cams
-Black powdercoated engine with polished and powder-coated covers
-Triple-disc brakes
-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 two-up seat.

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.

Review

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 circle.
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 engine.
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 buckhorns.
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.

Source Motorcycle.com