We can't think of a better way to get to know a
motorcycle than picking it up in some other corner of the country and heading
off for a full day's ride. The reality of road testing usually follows a more
mundane route: the bike is delivered to the underground garage of our
high-rise office building; we commute through LA's worst for a few days; and
we hit the road for some real riding when the weekend finally comes around or
there is a day where we aren't tied to our desks.
Although the weather report warned of at least 140
miles of rain, we couldn't help smiling as we stood in the drizzle, loading
our gear onto the Dyna Glide Convertible outside the Harley-Davidson plant in
York, PA. We had almost 400 miles of riding ahead of us. Americade, a five-day
celebration of motorcycling in Lake George, NY, lay at the end of the trip.
The green of the countryside and the promise of rain said Southern California
was far away. We may have been on a business trip, but it felt more like the
beginning of a vacation.
The FXDS Convertible, added to the Dyna Glide
line in 1994, has been popular among riders who want a do-it-all bike.
Harley's idea was a simple one: Create a bike with a windshield and solid
mounted soft bags suitable for a long haul, and make sure that, when the
distant destination has been reached, the bags and windshield can be easily
removed, uncovering the classic Harley lines cruisers want to show off while
hanging out on Main Street. The trip to Americade--with the associated highway
travel, fender-to-fender traffic at the rally, swooping two lane roads through
the Adirondack Region, and an urban excursion into Manhattan--provided ample
opportunities for our 1997 Dyna Glide Convertible to show its stripes during
our week-long tour. Then we'd get another machine on the west coast for the
standard routine.
While the removable windshield and saddlebags
differentiate the Convertible from the Dyna Glide line of Harleys, the chassis
is what sets the Dynas apart from the rest of the American iron. Considered a
"sport" chassis by the Harley factory types, the Dyna frame pursues two goals:
to provide a rigid platform for the rider and to isolate the rider from the
vibration inherent in the 45 degree V-twin. The frame's rigidity comes
courtesy of a single, mild steel, rectangular section back bone joined to twin
downtubes. Forgings and cast joints at major load-bearing junctions of the
frame's components improve the chassis' stiffness while giving the additional
benefit of better quality control when compared to stamped metal. The engine
isolating mission of the chassis is accomplished through the use of two rubber
mounts below the engine in the center line of the frame. A turnbuckle hidden
in the V provides a top mounting point to keep the engine shaking in the
correct place.
Full choke is required to utilize the Dyna's
clever engine mounting system, but once the engine has warmed up, the
Convertible delivers a pleasant syncopated shake at idle speeds--just what we
want when sitting at a stop light. Pulling out of the York plant and rumbling
up the road reminded us again how effective the Dyna chassis is at smoothing
out the 1340cc engine. Only the slightest vibration reaches the rider, a fact
we would increasingly appreciate as the miles clicked by. Pulling on to
rain-wet Interstate 83 showed that the engine had plenty of grunt to merge in
to the brisk traffic, but this big twin's 14.83-second, 84.6-mph run through
quarter-mile lights prevents this bike from ever being confused with a hot
rod. The pistons draws air in through the shared single 40mm Keihin CV
carburetor into a 88.8mm bore and 108mm stroke where a single spark plug does
its duty before the spent gases get sent on their way out the staggered shorty
dual exhaust system. Of course, the engine's gatekeepers are still a single
intake and exhaust valve prodded into action by good old-fashioned pushrods.
One interesting feature of the Dyna series engines is that they store their
oil in a tank under the transmission, not in the usual Harley oil tank behind
the engine that many other cruiser manufacturers imitate.
As I-83 turned into I-81, the drizzle became
rain. The windshield, which measures 21 inches from the top of the headlight
and 23 inches at its widest point, does an admirable job of keeping the
elements away from the rider. Rain gets directed over the rider's head and
only the rider's gloves receive direct precipitation at speed. Yes, the your
legs are in the rain, but the Convertible is a cruiser, not a dresser. Wind is
also redirected away from the rider, easing the fatigue of fighting wind blast
on longer rides. However, some high-frequency buffeting creeps into the
picture as the speedometer gets close to 70 mph. Our only major complaint
about the windshield is its height. Most riders will find themselves looking
through the windshield, which rises 32 inches above the seat, and taller
riders may find that the top of the Lexan crosses through the center of their
field of vision, requiring them to stretch or slump to see the road clearly.
In dry weather, being forced to look through the windshield may not seem to be
much of a problem, but in rain or fog, the rider's vision through the
windshield can be impaired, particularly when riding in a fine misty rain or
following tractor trailer rigs on a saturated road. Nighttime and oncoming
traffic would only compound the problem. We would gladly endure a little more
rain hitting our helmets in exchange for a clear view of the road ahead.
Near the junction of I-84 and I-87, the sun
pushed back the clouds and brought some vibrancy to the green of the
countryside. With 150 miles remaining in the day's ride, we began to
appreciate the long-distance comfort of the Convertible. Still, the seat
received mixed reviews, though a step up from the abysmal seat on the Dyna Low
Rider we tested in the February 1997 issue. Although tilted slightly rearward,
the base of the seat is flat and moderately firm, providing relative comfort
in the long term. The rear of the seat curves up to the stepped pillion. The
curve (when combined with the annoying windshield height) caused some riders
to slouch after a while, but a rolled duffel provided solo travelers with an
adequate back rest, mitigating discomfort. Passengers had few complaints about
the width of the seat. While some co-riders felt the shortness of the seat
pressed them too close to the rider, most found the back rest to be a plus on
long rides.
A bike designed to be used as a tourer should
have a place for riders with fidgety feet to move around. Appropriately,
Harley delivers the FXDS with both standard pegs and highway pegs. While the
standard pegs are a bit cramped for longer-inseamed folks, the highway pegs
resolve the issue. The happy Convertible pilot will soon find that upshifts by
lifting with a boot heel become automatic. Not so in the rear brake
department. The right boot must be moved to the rear peg for optimal brake
control. This 12-inch movement lengthens reaction time in panic stop
situations, particularly if the rider is under the influence of highway
hypnosis--a very real possibility with a 4.4-gallon, 160-mile trip to reserve
on tap--and tries to press on air in front of the highway peg before
remembering where the pedal is.
After 380 miles on interstate, we arrived in
Lake George and found the knurled knob securing the left bag to the fender to
be completely unscrewed. We vowed to check the knob more regularly but weren't
too worried about the bag since it needed to be lifted up and slid
slightly forward to be freed from the bike. When viewed from the side, the
flaps give the impression that the bags are traditional top-grain leather
designs, but unhooking the buckle, unsnapping a snap, and lifting the leather
flap reveals Cordura bags that zip closed around three of their four sides for
easy loading. Plastic and metal hardware on the bike side of the bags help
them keep their shape on the bike, although they still look limp when empty. A
sticker inside the bags warns against carrying more than an insubstantial 12
pounds per bag. A small leather pouch on the outside of each bag can
accommodate items as large as a disc lock or point-and-shoot camera. We were
pleasantly surprised to find that, after two and a half hours of steady rain,
neither of the zippered Cordura bags leaked.
Americade started as a touring rally over a
decade ago. While approximately 50 percent of the attendees are still astride
touring rigs, motorcyclists of all stripes are welcome. This year's rally
boasted 40,000 registered participants, but not all those who attend the
festivities bother to register, meaning the actual attendance numbers should
be higher. Our man-on-the-street eyeball poll determined the breakdown of
non-touring bikes to be 50 percent Harley-Davidson, 30 percent other cruisers,
15 percent sport bikes, and 5 percent other bikes (dual purpose bikes, trikes,
and vehicles that defy description). Not surprisingly, the bikes getting the
most attention--in the sea of approximately 16,000 Harleys and cruisers--were
the customs. Only once during the week did someone (another Convertible owner)
comment on the Convertible's appearance. The FXDS' blue pearl paint was
pleasing to the eye, but the bike's average looks would benefit from a custom
touch or two.
Our first stop of the rally was at the Harley
demo ride site (one of seven manufacturers present). Using the magic words
"magazine, test bike, and photo shoot," we returned to the motel with a hex
key and removed the windshield. If Harley would include tool kits with their
bikes, we wouldn't have needed to resort such treachery just to feel the wind
in our face. The entire windshield removal operation took less than two
minutes. Remounting the windshield took a little longer and required some care
around the cables and brake line.
In the array of bikes crawling their way up and
down the strip, the Convertible's around-town character was congenial--as long
as the engine was warmed up. The bike was stable at low speeds, and the three
11.5-inch discs worked well although the rear brake locked too easily in quick
stops. The soft front end dove under braking, and the rear suspenders
delivered sharp jolts over square-edged bumps at any speed. If the engine was
cold, particularly in the mornings, the FXDS spit and coughed and shuddered
like a two-pack-a-day smoker after climbing five flights of stairs. Full choke
was required for more than five minutes in around-town stop-and-go traffic
before the engine finally settled down. When the engine was hot, the bike
frequently backfired as it was started.
Americade is not just about the demo rides or
the vender area or the music or food or strolling downtown Lake George
checking out the machinery or even talking to other bikers. We went to Lake
George for all those things, but we also went to Lake George to ride.
Americade has long enjoyed the reputation of being one of the best organized
rallies in the country. Every day had no less than five guided, three
unguided, and six self-guided tours through the rolling countryside of the
Adirondack region.
On back roads, the FXDS was an enjoyable
companion, provided it was not asked to do too much, too quickly. As our
measured 65.4-mph terminal speed at the end of the 200-yard top gear roll on
from 50 mph implies, passing traffic usually required a downshift to complete
the maneuver in the space available. The 28-degree rake resulted in responsive
steering and an agile feel, but the softly sprung 39mm fork and harsh rear
suspension (that would hammer the rider with too much compression damping
while not damping the rebound enough) made their unhappiness with mid-corner
bumps all too clear. In smooth, sweeping corners, the Convertible offered
plenty of ground clearance with which to play. Riders who like to swoop on
anything but the smoothest roads will want to invest in some heartier
suspension components.
Our forays into the urban jungles of Manhattan
and Los Angeles were not as pleasurable as our rural meanderings through
Pennsylvania and upstate New York. Cruising at about 70 mph down Manhattan's
West Side Highway with cars on all sides, we were startled by the sound of
metal on pavement--followed by horns and well meaning car drivers who weaved
all over the road as they gestured wildly at the back of the bike telling us
what we had already surmised. A mere 90 miles after the retaining knob had
last been tightened, the left saddlebag made a run for it, taking all its
contents with it. Returning to the scene ten minutes after the fact, we found
the carnage strewn across three lanes of traffic. Utilizing the Convertible's
flashers (initiated by pressing both turn signal buttons at the same time) we
slowed to a crawl before stopping to rescue a mortally wounded Vanson jacket.
The Convertible was unceremoniously parked in a Chelsea garage and summarily
returned to York two days later. In Harley's defence, this saddlebag incident
is the only one we know of, and we've asked around. (Editor's note: Since this
was printed in 1997, several other Convertible owners have reported similar
problems.)
.
The test bike loaned to us upon our return to
LA did little to ease the hard feelings between us and our previous FXDS. Even
in mid-day summer temperatures, the engine refused to run smoothly without an
extended warm-up. The suspension felt harsher on the broken city pavement than
our east-coast loaner. Unless there was a need to ride it, the Convertible was
generally passed up for other bikes.
The Convertible seems to be a good idea that
fell victim to a few basic flaws in implementation. Jetting changes or
installing Harley's terrific electronic fuel-injection system would remedy the
rideability problems. A new bag-securing system is only a little design time
away. The suspension can be improved with a quick trip to the aftermarket.
What bothers us most is that these problems should not be present in a
15,000-dollar motorcycle. Until some changes are made, the Convertible will
remain one of the best ideas we'd aren't rushing to buy.
High Points
Windshield and bags easily removable
Rubber mounted engine
Good ground clearance
Low Points
Cold-blooded engine
Tall windshield obscures view of road
Bag mounts may loosen
First Changes
Find better way to secure bags
Trim wind shield to suit your height
RIDING POSITIONS
After my first day with the FXDS, I thought I'd
finally ridden a Harley that would garner a 4 rating. The extended interstate
drone in a variety of weather, traffic, and road surface conditions had me
impressed with the Convertible's flexibility. Although too tall, the
windshield kept me dry in the rain, the bags kept my gear dry, and everything
came off the bike easily, allowing me to ride an unfettered bike down the
strip to dinner. Only the bike's cold bloodedness took some of the shine off
the package at Americade. However, the Convertible's stock plummeted as I
risked life and limb picking up the remains of my favorite Vanson jacket
(which had been dragged almost a quarter mile down the road by who knows how
many cars) and had to write off all the other contents of the suicidal
saddlebag. Still, I debated a 3 or a 3.5 rating for the rest of my East Coast
sojourn. What finalized my decision was the cold blooded and downright
orneriness of the Convertible we rode in LA.
I like the idea of a bike that converts, in no
more time than it usually takes to check oil level, from touring rig to naked
boulevard machine. The seat didn't bother me, and I've even become kinda fond
of the feet waaaay forward riding position offered by the highway pegs. If the
folks at H-D make a couple small changes--jetting and bag mounting,
specifically--the utilitarian nature of the FXDS would move it up near the top
of my list of do-everything cruisers.
Evans Brasfield
3 stars
Maybe I had unrealistically high hopes, but the
Convertible was a disappointment. I was a big fan of Harley's FXRT/FXRD series
machines, and hoped this machine might work as well. The concept of a bike
that quickly makes the switch from cross-town troller to cross-country speeder
is an appealing one, but the execution left me cold. The windshield, though
offering good wind protection, was too high and got in the way of the
instrument controls. The saddlebags look deflated unless full. The saddle, at
least on the bike we had in California, was uncomfortable, and the engine took
inordinately long to warm up---and still felt like it needed some more. The
first time I rode it, the rear suspension, reacting (with an amazing noise) to
a bump I ride over every day with little drama, hammered me so hard that it
probably shortened my spine.
Evans tells me that the bike he picked up back
east worked much better. Judging by the fact he came back smiling, it must
have.
Designation: FXDS-CONV
Suggested base price: $14,100 ($14,385 California, 1998 prices)
Standard colors: black
Extra cost colors: red pearl, blue pearl, violet pearl, add $200, red/black
add $525 (1998 colors)
Standard warranty: 12 mos., unlimited miles
Recommended service interval: 5000 miles