Harley Davidson FXD Dyna Super Glide

OLD-NAIL OR DESIGN classic, you can't argue with the success Harley-Davidson has achieved using just two basic engines: the rigidly mounted Sportster, in either 883cc or 1200cc form, and the rubber-mounted 1340cc unit.

Last year the limited edition Sturgis debuted H-D's new Dyna Glide chassis. Eleven years ago, another Sturgis debuted H-D's new rubber-mounted 1340cc engine — the Evolution. Now both have met in one full production model called the FXDC Dyna Glide Custom. In true H-D fashion things are getting better...but slowly.

The 1340cc engine is a gem to use. Two whopping great 88.8mm bore pistons, 45 degrees apart, work over a 108mm stroke with a compression ratio of 8.5:1. Hydraulic tappets keep the two pushrod-operated valves in order, while the mixture is fed by a 40mm Keihin CV carb — slightly recalibrated this year for better cold starting. Primary drive is by chain, final drive by Kevlar reinforced belt. The whole plot revs lazily to produce a claimed 621b.ft of torque at just 3600rpm.

And torque is what matters; revving a Harley 1340 much above 45O0rpm brings little reward in either propulsion or pleasure. It thrives on short-shifting, low revving riding. But what of the new, improved chassis? Well, the big leap it makes over the earlier set-up is that rather than having three rubber engine mounts, the Dyna Custom has two: one front, one back.

And these are no ordinary mounts. Sandwiched between two steel plates is a metal block sandwiched by rubber pads. The steel plates bolt to the engine, the inner block bolts to the frame. The result is far better isolation of the frame from the engine than the simple ) rubber encased bolt of the other 1340s. The Dyna Glide chassis also has a slightly longer swing-arm allowing the belt to run outside the frame; renewal of said belt no longer needs removal of said swing-arm.

On the road all this progess translates into a smoother, less tiring ride than found on other Evos. There's still a residual thump-thump-thump at tick-over, but above 2500rpm the ride is one of seamless,' abundant torque and very little vibration.

Helping this civilised face for the 90s is the five-speed box which, while still some way from the best on the market, boasts a light, positive action and minimal throw. You mustn't rush it, or flywheels get outwitted, but given a modicum of patience it delivers the goods. It plays only a walk-on part in the Harley Thang anyway. The best policy is to snick the Dyna Custom into fourth or fifth (the latter is possibly a little high in fact, with only three grand needed on the tacho to register 70mph on the speedo) and ride on the generous curve of power available from 2000rpm upwards.

Using a 1340cc H-D engine is so refreshingly different that it's hard to compare it with anything else. Suffice to say that lopping along is a real pleasure. It's relaxing, soothing, sexy. But what of those incidentals Harley rarely addresses properly? Brakes, suspension, steering?

First, the good news. The twin 292mm discs up front are better than any standard Harley set-up yet. They're still only single-piston caliaffairs sure, but new pad and disc materials have paid dividends in both power and feedback. However, they're a world away from a top-notch Japanese or Italian setup. The rear is on par with the front, and use of both on a Harley is a necessity.

A glance at the chassis' 65in wheelbase and 32 degree rake angle should give a fair clue as to the handling characteristics; it's a long, slow-steering beast which is difficult to correct if off line. The new, grippier, Dunlop Elite tyres introduced last year — a 10Q/90-19 up front and 130/90-16 at the rear — are ample for the gentle power and limited lean angles of the Dyna Custom. As you'd expect, straight-line stability is excellent and it's only in the tighter stuff that you miss the response of something nimbler.

Suspension, too, is far from the standards set elsewhere. The front 39mm forks are passable but the old Harley bugbear of underdamping still afflicts them — magnified now by increased braking performance. For the twin preload-adjustable rear shocks, however, there is no excuse. Working over just 7.6cm of travel they're underdamped and undersp-rung. The bouncy and bumpy ride is tradition still faithfully adhered to in Milwaukee. In its element — the slow, straight roads of the US of A — the FXDC is wanting for little. Put it on a rougher, sweeping European thoroughfare, ask it to perform at any great speed, and its shortco