Harley Davidson XLH 883 Sportster

Take a Harley on honeymoon, advises Rosie Marston. A good couple of weeks should do it. A life of bliss H together or a parting of the ways will ensue. There's no compromise.

At last, the real thing! I've ridden just about every Japanese custom from 250cc to 1500cc over the last ten years, but Harleys have always eluded me.
Strictly speaking, however, the 883 is not a factory custom, it's just that we have got so used to using the description for Japanese bikes. The factory customs in the Harley range are the FXR Low Riders. In truth, the original brief for the Sportster was to be 'light and narrow; make it powerful, make it fast'. In short, a no frills sports bike, Harley-style.
Being a Harley, it's also easy to think of the 883 Sportster as a 'small' bike. Well, yes, it is — for a Harley, but 'eight hundred and eighty three cubic centimetres' of engine is still some chunk of heavy engineering. Despite this, the 883 is described in States-speak as their 'entry level' model. The one to get you hooked on Harleys. It's almost the Stateside equivalent of the restricted 125!
So, as a non-Harley rider, this 'entry level' model was just the ticket. To set the record straight, the model tested here is the standard XLH Sportster with some modifications. The single seat has been swapped for dual, pillion pegs added and although the catalogue states cast wheels, wire spoked are issued for British bound 883 models.

ENGINE/TRANSMISSION

WHAT can you say about the 883cc 45-degree aircooled vee-twin that hasn't been said before? Well, there's the gearbox for starters.
All 1991 Sportsters have five speeds instead of four, advertised by the '5' emblem on the side of the motor and each side of the petrol tank. Overkill? Maybe, but when every Sportster since 1957 has only had four gears I suppose they can be forgiven for making the most of it.
And there's more to it than just an extra ratio. The gearbox has been completely redesigned with increased capabilities and ratios of 1st 10.19 2nd 7.41 3rd 4.45. 4th 4.45,5th 3.66.

Maximum torque is stated as 55ft-lbs @ 4500rpm. The clutch is now similar to that used on the big 'hogs' and Harley claim the new transmission offers more positive gearchanges and allows the engine to turn at lower revs for highway cruising.
I can vouch for the latter claim. I had been warned that Harleys vibrate but I didn't need telling. I remember many a time seeing my brother as just a blur astride his 1340cc Harley at tickover.

The new 883 though would only vibrate enough to loosen fillings (no kidding, one of mine fell out!) if revved hard through the gears. Ride it in proper Harley style and the vibes are quite unobtrusive. What vibration was apparent was more of a thud, thud, not the annoying high frequency type. After a few miles on the bike it was a case of, vibration? What vibration?
Other changes to the Evolution engine spec include a new oil pump along with improved oil routing. Redesigned lifters and push rod covers and the relocated alternator offers improved output at low revs.

The whole crankcase is new. It's said to be stronger and simpler.
In fact, according to Harley-Davidson, the only engine parts that haven't been updated are the 40mm carburettor, cylinders, pistons and connecting rods.
Starting it will never faze even the most nervous poseur. Just full choke and press the electric thumb. Any bike that starts as well as that, even on a cold winter's morning, gets my approval.

What it did always need was good hard boot into the first gear of the day. After that gear selection was hardly given another thought. It was the clutch that created attention. It's so heavy I avoided town centres at first but as the test progressed I seemed to manage better without recourse to bodybuilding classes.
The noise generated from the motor is tremendous. Almost every individual component can be heard clanging and whirring but it is a curiously reassuring noise actually, nothing like the ominous rattles of a sick engine. And the staggered shorty dual pipes add a pleasant background tone to the ensemble.Final drive is still by chain the Standard Hugger do not get belt drive.

RIDING a Harley is supposed to be all about tooling around on sun soaked roads without a care in the world. Somehow thermals and waterproofs in frost-bound Britain didn't conjure up the right 'cool' image. A vivid imagination did help as I dreamed of tee-shirt and cut-off denims in California but the pursuit of the American dream is best undertaken in warmer weather.
The 883 is by no means a fast bike. In fact its downright slow, so high velocity freaks shouldn't bother. The Harley is a bike to be seen on — and it scores high in that department with attention from all directions as it burbles by.
Anyway, searching for the Harley's top speed was actually an uncomfortable experience. Far better to rumble leisurely along with the stress of modern life slowly evaporating.

This enhancement takes some work to achieve, mind you. It would be easy to ride a Harley five miles, get off and vow never to ride one again. Like anything with 'character' there's a period of adjustment.
My initial ride was anything but pleasant. Everything felt heavy and on slippery roads I was ill at ease until familiarity with the bike made me more relaxed. I began to 'feel' at what revs the Harley felt happiest and started to enjoy pleasant journeys at an indicated 65-70mph. Mind you, I wasn't the only one convinced that the speedo under-read.

I also learned also to make use of the tremendous engine braking to compensate for the infamous brakes. Single 11.5 inch discs front and rear are only adequate for modest riding and have their work cut out stopping the 472lb (dry) weight quickly. I wouldn't like to think my life depended on them in an emergency.
The tiny 1.8 gallon petrol tank allows around 100 miles between fill-ups, an extremely jrritating feature on longer journeys. Potential owners will be glad to know that a 2.7 gallon alternative is available.
Fast and nimble it may not be  but the Harley can still be fun. Along sweeping A roads the piglet (baby hog?) is a relaxed and enjoyable steed. It has a solidly dependable (if slow) feel. No wobbles or surprises, a methodical and patient style is the answer to staying on line around bends.
Unhurried  that seems to be the right word.

The frame is a simple mild steel double cradle with 39mm forks supporting the front end and box section swinging arm with twin oil damped shockers holding up the rear. These have five way pre-load adjustment but spent the test on position one. Even when two-up our combined 19.5 stones didn't upset the handling.
The deep buttoned upholstered seat (28.5" off the ground) is pure bliss. There's no pillion grab handle but the performance doesn't exactly warrant it. I found the pillion seat comfortable for daydreaming as Pete rumbled along on the front. For those even nearer the ground than me, the Hugger version offers a mere 26.75 inch seat height

Maybe this luxurious feeling has something to do with the Harley's latest isolated footpegs with new mountings to soak up vibration which, say the company, was a result of customer demand. Then, of course, there are the traditional spongy grips, a type I find comfortable on any bike.
Dunlop Elite S/T tyres are marvellous (100/90-19 front and 130/90-16 rear). Even over slippery roads the bike felt secure — but so they should, having been especially developed for Harleys. Better cord construction should make them last 50 percent longer than standard, they claim.

Any misgivings I had about the potency of such a small headlamp were entirely unfounded. That Cibie unit is in the searchlight league.
The steering lock is set in the headstock due to the position of the ignition. I supplemented this with a hefty Cycle-Lok as Harleys have a habit of disappearing.
I didn't like the too-dim tinted mirrors or the sidestand. It was difficult to flip down and never looked very secure. The bike always appeared to be on the verge of rolling forward. I left it in gear for some peace of mind.
You'll need shares in polish to keep your Harley pretty. Our test bike had 1500 miles on the clock and the rust on the chrome wheel rims was an appalling sight. Watch out for those exhaust shrouds as well, which are potential rust traps.
A better front mudguard or flap would be a good idea for riding in the wet. The standard guard is useless, allowing muck and spray on to the front of the engine, starter motor and rectifier.

THE PRICE YOU PAY

saddlebags; Lexan windshield; battery cover; belt drive kit and chrome engine guards.
As for spares — keep it upright. Front brake lever £25.11, clutch lever £23.75, handlebars £30.55, mirror £14.40, front mudguard £93.50, petrol tank £210.16, headlight shell £14.66, indicator assembly £19.72, front forks (complete) £479.52, exhaust headers £41.79 and silencers £84.96.
On to consumables. A set of front brake pads cost £26.31, rear pads £38.21 and an oil filter £5.91. An air filter would cost £18.65 but as it's the washable type, this is rather academic.
Fuel consumption was better than expected, returning an average 58mpg.
OUR VERDICT
EQUIPMENT
THERE isn't much, but what's there is generally good. I particularly like the self/push cancel indicators on each bar. They're similar to the BMW type but botter positioned on the Harley.
Just one clock, the speedo. Anything more would be superfluous — this isn't a bike on which to count revs. On the right of the engine there's the petrol tap and on the left the ignition-cum-light switch and choke knob. Behind this is a plethora of messy wiring worthy of Italy's finest! Should the old-fashioned naked battery be too much of an eyesore a cover is available as an optional extra.

IONCE read, "if you own a Harley-Davidson you don't just own a motorcycle, you own a solid chunk of American heritage". (Harley-Davidson — A celebration of the dream machine by Graham Scott). I agree.
Comparisons don't come into the equation when assessing this bike. You want a Harley? That's what you must have. What other option is there?
The 883 Sportster is the cheapest start. At £4299 it only costs £19 more than it did four years ago — some explanation for the expanding interest in these bikes amongst riders looking for something different, and undemanding.
There are Harley optional extras that Japanese owners can only dream about. Single seats; dual seats; single with fender pad; sissy bars and pads; highway pegs; pillion pegs; chrome luggage rack; leather

THIS test could have been the shortest on record — but it wasn't. You'll decide to buy one or not. The latter candidate is never likely to be convinced, the former will find him (or her) self totally hooked after the honeymoon or convinced they've made a mistake and start divorce proceedings.
In original 1980s form the 883 was described by some as crude. I can only say that the subsequent refinements have made it a pleasant, uncomplicated motorcycle. A rare beast. Many bikes that start off uncluttered somehow miss the mark... You know, liquid cooling, false chrome, dummy tanks...
On the whole I liked the Harley, but the odds are against me owning one. According to the company's 'profile of the average Harley-Davidson buyer', 96 percent of buyers are male, the average age is 34.6 years, 59 percent are educated beyond high school level, 56 percent are married, 43 percent have children and their average income is 40,000 dollars (around £20,942 on current exchange rate).
I fail on four counts, but I'm not telling you which!

Source Which Bike 1991