Harley Davidson XL 883 Sportster
Harley Davidson XL 883 Sportster
|2000 - 01|
|Four stroke, 45° V-Twin, OHV, 2 valves per cylinder.|
|883 cc / 53.9 cub in.|
|Bore x Stroke||76.2 x 96.8 mm|
|Cooling System||Air cooled|
|Carburetion (40 mm constant velocity with enrichener and accelerator pump) Air Cleaner/Filter Oval “racetrack”;|
69 Nm 52 lb-ft @ 4300 rpm
|Clutch||Multi-plate clutch with diaphragm spring in oil bath|
|Gear Ratio|| 1st 10.944 9.792 9.467|
2nd 7.542 6.732 6.663
3rd 5.834 5.220 5.143
4th 4.806 4.301 4.278
5th 4.071 3.643 3.643
|Frame|| Mild steel, tubular frame; circularsections; cast junctions |
Swingarm Mild steel, rectangular tube sections, stamped junctions; MIG welded
|39mm Conventional cartridge forks|
|Dual shocks Coil-over; preload dual-adjustable|
|Single 292mm disc 2 piston calipers|
|Single 292mm disc 1 piston calipers|
|Trail||117 mm / 4.6 in|
|Dimensions||Length 2237 mm / 88.3 in|
|Wheelbase||1522 mm / 60 in|
|Seat Height||711.2 mm / 28 in|
|Ground Clearance||112 mm / 4.4 om|
|222 kg / 489.0 lbs|
|Wet Weight||263 kg / 579 lbs|
|17 Litres / 4.5 US gal|
Even if you don't presently own a Harley-Davidson it is very easy to dismiss the stocky little XLH883. When was the last time you (or I for that matter) really looked at one while perusing the more exotic machinery in the local Harley showroom? Even when a helpful salesperson directs your gaze towards this bargain basement beauty, do you not find your attention wandering, eyes drawn away to rest more easily on a much more expensive object of desire.
And yes, stood up alongside their bigger, brasher brothers, they are remarkably easy to walk past. But hey, that's not the XLH883's fault, it's ours … and our rucksack full of preconceptions. Because outside of that showroom, out on the street, where any bike really belongs, the XLH883 easily holds its own. And in more ways than one:
The most obvious place to start a roadtest on this particular Sporty is always the asking price (and often, sadly, that's where most 'professional' appraisals finish too), but I'll come to the price last, the XLH883 really deserves a much better look than that.
Take a proper look now. In isolation the 2001 XL really has become a handsome motorcycle. Subtle changes over the five decades that Sporties have been in continuous production have culminated in a quite brutal looking, back-to-basics bike which also can boast a fine standard of finish and even sophistication. Look at the new style 12.5 litre petrol tank for instance - it actually looks like it belongs on the bike - more than you could say for most previous 883 offerings. And the redesigned single seat looks better (and is much more comfortable) than the amorphous lump they were previously afflicted with.
The wire wheels still strike a chord with anyone who loves real motorbikes and proudly sticks 2 fingers up at 'modern' conventions and ideas of modern motorcycle design - it has wire wheels, it must be an old, slow dinosaur. Mustn't it?
While looking just right, the flattish narrow bars of the stock XLH883 are also dead comfy to use too - unlike the ridiculous 'bunny ear' bars the 883 Hugger is still afflicted with, which fail on both points as far as I'm concerned. Of course the mirrors are still quite unusable at anything over 45mph, but we'll come to ride and handling later. Also impressive is the overall finish of the motorcycle, nothing comes across as cheap, ill-designed or tacky, perhaps due to the nothing-but-the-essentials ethos, everything that actually is on the 2001 XLH883 Sportster has the look of being well designed, well made and well put together. No time, money or effort has been wasted making the XL look like something it isn't, it is just itself, and that's that.
Looks wise, the XLH883, like any other Sporty, is dominated by its motor. Shoehorned into the frame, the uncluttered motor is intimidating, huge and impressive the only real focal point of the machine, and none the worse for it either. So let's talk motor for a bit then:
883 II, In Search of Stonk
Whilst suffering the ignominy of being the 'little' motor in the Harley range (arguably now of course, there's the 500cc-ish Buell Blast if we wanted to get like, really pedantic) it's all too easy to forget that it does actually displace nearly 900cc. Not a little lump at all really then. Yeah WE forget it displaces 53 cubic inches - insurance companies don't. The 'Entry Level' tag Harley wave around doesn't quite cut it if you happen to be one of our zit afflicted, squeaky voiced chums - or a teenager for that matter - faced with a quote that a whale shark would choke on. Partly hence the bitching little Blast I'd guess (there I go 'little Blast' -tch, 500cc ain't exactly tiny either, when you think about it).
However, insurance companies don't know everything (like when to cough up for an obvious example) and the XLH883 is a stunningly good motorcycle to learn with, despite its weight and displacement. The power, what there is of it, is delivered well down the rev range, and allied to a fairly light and long action clutch and low comfortable bars the XL allows for stress free ride-aways from the lights and a sympathetic stonk-a-bility around town. The weight, luckily, is low down, so it's a stable beast and the narrowness of the bike along with a seat height of just 72cms means that most of us can keep both feet flat on the floor when stationary.
The stock, un-fettled motor is shamefully neutered it's true, but at least the neutering is reversible (which'll piss off a few dogs and cats up our street). However don't forget that the stifling process is affecting a 900cc v-twin and although we all know the 883s motor could perform so, so much better, the stock motor in reality, still has quite a kick between zero and about 50 to 60mph.
While admittedly, you'll never see that speedo needle point at the magical three figures until the motor's been breathed on at least once, a lot of real fun can still be had sub-ton. Alright, alright, sub-80mph. Anything above 85mph is hard to come by in truth and really only explored by perverts with a sick vibration fetish.
Funnily enough though, the 883-motored Sportster is a much nicer bike to ride on a motorway than its bigger brothers, the 1200 Sporties. As long as you stay under 80mph, the motor is noticeably smoother than the twelves. Ask me why right now and I'd have to guess - so you're better off asking Andy. As I mentioned above though smoother doesn't mean you will be able to see anything in the mirrors any better than any other Sporty I've ridden. Is that vibrating white blob overtaking me a police car or a swan piloting a fast fridge freezer?
From cold the XL does start lumpy and bad-temperedly - a bit like my beloved. But the coughing and farting doesn't last anything like as long as the carburetted Big Twins. It's the usual case that the engine is already happily murmuring on half or quarter choke by the time your helmet and gloves are on, your comb's been moved to a rear pocket to avoid imminent groin puncture and you've located the house keys which immediately fell off the quivering seat into a puddle.
Hard Riding Dude
The frame certainly feels tauter than my old 1990 four speed ever did and I appreciated the fatter, meatier 100/90 x 19 front tyre which shoes the 19inch laced front wheel on the XL. The skinny 21-inch fashion statements on the likes of the Sportster 53C, 1200 Custom or Dyna Wide Glide for that matter, do nothing for my confidence in the wet or dry. Maximum rubber up front as well as back might sound a bit pervy, but it also makes pretty good sense if you intend to get the most out of the bike. I actually prefer the look of the chunkier front wheel on the Sportster from a purely aesthetic point of view too.
So much for American-V's thin façade of complete objectivity eh? Ah well, back to it.
The 2000 XL is a stiff ride, make no bones about it: gone are the spongy rear shocks of yore, there seem to be stronger springs up front too and there are some of us about that have no problem with that at all. A hard ride, usually means a positive steering motorbike which is happy to be stuffed into the twisties and in the XL's case that was certainly true. A hard ride also often means uncomfortable, but I wouldn't say that the 883 was uncomfortable: far from it, short and mid distance 50 to 60 mile hops were painless affairs, though journeys over a hundred miles or so, without a bit of a break, were less so. Okay, a lot less so if you don't stop for a stretch and coffee - bum numbness, stiff legs and a tad of vibration induced white-finger come with that badass, go-for-it territory.
So where do you think the term 'badass' came from?
The handling generally was a delight, true you were rarely going fast enough to get into serious trouble anyway, but round town, the fairly short wheel base, low rise, mid-width bars and engine combined to make riding through traffic actually enjoyable. Honestly. And out in the country the neutral, upright riding position, sensibly placed pegs, decent brakes and firm, sure-footed feel of the bike allowed for enthusiastic, confident and flowing riding. All that was missing was the power.
Although most safety Nazis assume that it's power that gets you into trouble, most riders know that, often the case, the opposite is true. Overtaking on A roads with the stock XLH883 was an essential knack to master, needing plenty of road, plenty of time to wind the motor up in anticipation and split second timing. Winding on the throttle, closing your eyes and hoping for the best just didn't cut it. Because of the fairly pokey bottom end, whisking up to 60 or 70mph actually quite rapidly, I sometimes found myself getting a little too carried away and attempting to overtake with a fistful of throttle, only to find there was a lot less left in the beast than I'd thought. Eek!
Disconcerting and not a little embarrassing for me yes, but potentially lethal for someone with less experience of 883s - like your 'entry-level' target person for instance, someone who'd perhaps 'moved up' from a nippy Japanese 400 to a big 'powerful' 900.
Although it would sound totally berserk and massively irresponsible to your average Joe Nazi, I would argue passionately that releasing the pent up power in an 883 is just as an essential safety measure as are decent tyres, good brakes, leathers and a skid lid.
Finally then we get down to it, the price. And yes, for a Harley certainly the UK OTR price tag of £4,995.00 is very, very fair and hasn't in fact changed in years. It is also very true however that you can buy a few very desirable bikes for that kind of money - but not half as many as a lot of people would like to think - they obviously haven't walked into anyone's bike shop for a while.
If nothing else was 'entry level' about the Sportster XLH883, the price certainly is. The even more impressive thing is that the bike itself is extremely good. Even in its stock form it remains a credible piece of equipment - but it's when a potential owner turns their mind to customisation that I believe the XLH883 really starts to make an awful lot of sense. Take for example the official Harley dealers offer to Stage One tune an XLH883 for a meagre £500, parts, labour and properly set up. Buy a new XL, preferably run it in carefully first to get the full benefit, then return it to the dealers for the stage one tune. Total outlay = £5,495! A price which already compares extremely favourably with say a stock 53C and of course, that tuning really does make a load of difference to the motorcycle. A Stage One tuned XL883 will certainly not be left standing next to a stock 1200 Custom, the stock 1200 Sportster Sport might just top it with its twin plug heads, more user friendly 'pipes and sharper ignition, but I am saying might.
If you must have the cubes (and a lot of 883 owners are increasingly not fussed) another £600 - £1200 depending on dealer and the amount of work done, will see your 883 bored out to 1200cc. Taken at dealer prices with all parts sourced from the parts and Accessories catalogue, and even with the Stage One that's still a good £600 cheaper than either of the new 1200 Sportsters, both of which retail at £7,295, leaving you some change for a number of additional custom/performance modifications you might like to make. (see box below).
And not forgetting of course with the added extra bonus that your totally personalised, Stage One'd 883/1200 Sporty conversion is now worth considerably more than its original asking price. You'll pay a tad more on your yearly insurance, but soddit, you've plenty to gas about down the pub. Blimey eh, can't lose.
Well don't just sit there dammit!
My heart sank when Rich told me "You'll like this one".
The last time he said that was the Night Train, and while that was a good bike and has its place it wasn't under my backside or in my shed ... or at least not with that seat on it.
Still, "Objective-Roadtesters-R-Us" and you've got to give everything a chance and attempt to put personal preference behind you to an extent, so I took delivery of the Chrome Yellow 883 single-seat Sportster and waved Rich off on the Road King.
It's a funny thing in roadtesting, is objectivity. It only comes after the first spell of familiarisation, which is very subjective and is all about personal likes and dislikes, and it includes the impression you have of a bike before even swinging a leg over it. Personally, I've always loved the look of Sportsters but have always been disappointed by them when compared to the big twins. If I were going to buy a lightweight Harley it'd be a Dyna. I love the engine characteristics, am grateful for the rubber-mounted engine, and their chuckability is enough for their power delivery in corners: slow in, power out.
My recollections of using Sportsters over-rides my enthusiasm for them in spite of my affection for their styling, and it is this which comes to the fore whenever a set of keys for one are handed my way, and that's a shame … or is it? Preconceived ideas are as often the making, as well as the breaking of any bike.
We're all guilty of it: against his better judgement Rich was wooed by the Heritage Softail and the Dyna Wideglide, and when looking forward to reacquainting himself with the Deuce that he'd so enjoyed in 2000, found that the Night Train was much more his sort of bike. I'd been looking forward to swinging a leg over the Night Train and was less than enamoured with it, perhaps because I expected too much as I so desperately wanted to be impressed by that bike. As it happened, I much preferred the Deuce to ride, in spite of my misgivings about a number of the styling cues, which takes the factory custom too far for me.
And so it was that I swung a reluctant leg over the 883 - the things we do on your behalf! I wasn't expecting to be impressed, I was hoping not to be too uncomfortable and hoped that then 883 motor was a sweeter, less vibrant plant than its 1200 sibling. I looked down at the Screamin' Eagle airbox and cans and wondered how much that would affect the performance of the bike and - for no better reason than I had nowhere to go - used the bike in a cross-town role for a couple of days. This is the bike's best chance to impress. Small, light, narrow, great gobs of low-down power compared to anything else of similar size and a riding stance that is just right for the job. Not s'bad after all, I mused. Not bad at all.
A trip out of town was necessary, all fast A-roads and a mercifully camera-less stretch of tarmac through the open countryside, and I started to use the bike a bit more and reflected on the meat of Rich's "You'll like this" statement. He'd said at the time, and almost immediately after a run out on similar roads, that the chassis is supremely confident, while overtaking required a little forethought. I agreed. I also noted that there was no chance that the chassis would not be stretched by the power of the engine, and concentrated on getting further and further down in the bends: confidence-inspiring, indeed, but still something to work at rather than marvel at as you do when your realise how far down, and how quickly you'd done the same corner on a Buell - which is a common sticking point between us. If I were to be critical here, it is that it over-steers in the bends, but that is only based on expecting to be travelling faster, and rolling the power on when exiting the corner, which would ordinarily go some way towards straightening the bike up again. This particular 883 had neither speed going in, nor power on tap to wind it open on the exit, but I was having concerns about its motor anyway: it was talking the talk, through its free-breathing pipes, but it wouldn't walk the walk.
It wasn't revving freely … it was scarcely revving at all. It's not an issue on a big-twin as the torque carries the day, but the baby Sporty hasn't got enough sheer grunt to survive without working the engine As I got more used to it, I even got on my hands and knees to see if one of the pots wasn't getting warm: it was almost as though it was running on one cylinder. It was also making a top end squeaking noise from the top end - evident from the airbox and identified as coming from the engine breathers, but potentially attributable to the lighter performance airbox being more open to the elements. It was fine when cold but it was squeaking at tickover with less than five minutes of heat. Nothing that a modest blip wouldn't cure, and attributed by a couple of people to induction noises, but I wasn't buying that. A stock 883 Sportster should spin readily and this wasn't. I am almost certain that is was the ignition timing being way too far retarded, but that was the final diagnosis during the hundred miles run back to Towcester. There, it was switched for the bog-stock XL53C Sportster Custom, and that confirmed that our Stage 1 883 was not a happy bunny.
The brakes, like the chassis, are not tested much by the 883 engine, even in Stage 1 tune, but that should come as no surprise anymore now that Harley have got their act together with their 4-pot callipers. Just as the stiff frame is the same as used on the Sportster Sport and happily controls a full fifty percent more torque, the same brakes arrest the 290kg Super Glide, and the 335kg Heritage Softail, so the Sportster's modest 235kg won't tax them greatly. To put a second disk on the front would be unnecessary: the 1200 Sport gets the twin disk treatment and is, if anything, overbraked.
The last 883 I rode was fitted with the diminutive 2.25 US Gallon fuel tank, and I thought at the time it was too small, but considered the extra Gallon of the King Sportster tank made it that little bit too big. We don't have the choice now and the King Sporty tank has redefined the shape to such an extent that a flick back to old catalogues makes the original tank look tiny. I think it gets away with it because it has adopted the larger tank without necessarily the role that was thrust upon the earlier bike when so fitted: namely a scaled down medium-haul tourer. The big tank with the streetbike style works well for me, and in this case is perfectly complimented by the semi flat-track bars that give plenty of control in the urban environment. At high speed, you'd prefer your feet to be further back to lean you further into the wind, but for all its naming traditions and dynamic stickers, this is not a Sportster in the modern sense of the word, so high speed will only be a relative term.
The single seat might be a sticking point for some - it was for me when the first trip I had to make with the Sportster in my shed meant dragging my own bike out for an overdue gallop round the hills. It used to be the case that the straight 883 was equipped with a dual-seat while the hugger got the smaller single perch, and I'd welcome a return to that principle: it makes more sense in the absence of a streetable two-up 883. You could go the XL53C route, sure, but that is a very different bike in so many ways with bars and footrests compromising the streetbike stance of the 883.
It's a shame that our 883 wasn't performing as it should, because it stood the best chance of any Sportster I've yet ridden to convert me to the cause. All too often, the 883 is seen, quite wrongly, as an entry level Harley. Almost as often it is seen as a means to get to a 1200 Sportster cheaply, because the 1200cc motor must be more like a big twin 'cos it's bigger, but that is another fallacy. Bigger isn't always better, just a different way of generating power.
We do know of a brace of 883s which, last time we heard, comprised a stocker and a Stage 2 883, and we have a promise of a feature putting the two against each other. The Stage 2 883 is reported to be smoother than the 1200 but without any lack of poke, so we look forward to that for the future.
It's worth repeating that a Sportster is a Sportster, and a big twin is a big twin: it seems an obvious statement to make but there are still people buying the wrong bike under the delusion that they can turn it into what they really wanted. A pair of Fatbobs and Wides Glides does not a big-twin make, but by the same token even the Dyna-framed big-twins make better muscle-bikes than back-lane scratchers.
In conclusion, though, I'd say that the 883 is an ideal city bike, where its anorexic width makes short work of congestion and its big sound lets the other traffic know that something more than a moped-borne Pizza is wobbling through. It can cut it on open roads, and I'd anticipate the Stage 1-equipped version will make that more than just an exercise in proving a point, but there are other ways - better, from where I'm sitting - of using the Queen's highway beyond the urban sprawl. As a small industrial town dweller, the urban sprawl is gone in every direction before the choke is fully home, so the Sportster is still unlikely to fit my requirement. I love the power delivery it offers but I can get the best of that, and more with Buell's developed version of the engine, in a chassis that makes country lanes a dream, but heavy traffic a pain in the wrists. You pays your money …
The one major thing that it is all-too easy to lose sight of, however, is that at £4,995 this bike represents exceptional value for money in the context of a Harley-Davidson. It has the same build quality, same after sales support and a massive array of things you can do to it. It isn't a Big Twin, but then if it was it would have cost TWICE as much. If it were a Japanese wannabee it would have cost the same when new, but half as much in twelve months time.
Recommended 91 octane (95 RON) or higher fuel (R+M)/2.
Values shown are nominal. Performance may vary by country and region.
Standard and optional fuel systems may vary by country.
See motorcycle owner’s manual for complete details.
Estimated from fuel economy tests on a sample motorcycle from the corresponding family conducted by Harley-Davidson under ideal laboratory conditions. Not all motorcycle models undergo fuel economy testing. Fuel economy and mileage may vary among motorcycle models within a family. Your mileage may vary depending on your personal riding habits, weather conditions, trip length, vehicle condition and vehicle configuration and other conditions. Break-in mileage may vary.
Prices listed are the Manufacturer’s Suggested Retail Prices for base models. Options such as color are available at additional cost. Prices exclude tax, title, licensing, registration fees, destination charges, surcharges (attributable to raw materials costs in the product supply chain), added accessories, and additional dealer charges, if any, and are subject to change. Harley-Davidson reimburses dealers for performing manufacturer-specified pre-delivery inspection and setup tasks. Dealer prices may vary.
Measurement reflects 180 lb. (81.7 kg) operator weight.
North America security system includes immobilizer; outside North America the security system includes immobilizer and siren.
Standard and optional wheels may vary by country and region.
Financing Offer available only on new Harley‑Davidson® motorcycles financed through Eaglemark Savings Bank (ESB) and is subject to credit approval. Not all applicants will qualify. 3.49% APR offer is available on new Harley‑Davidson® motorcycles to high credit tier customers at ESB and only for up to a 60 month term. The APR may vary based on the applicant’s past credit performance and the term of the loan. For example, a 2021 Road Glide® Limited motorcycle in Vivid Black with an MSRP of $28,299, no down payment and amount financed of $28,299, 60 month repayment term, and 3.49% APR results in monthly payments of $514.68. In this example, customer is responsible for applicable taxes, title, licensing fees and any other fees or charges at the time of sale. APR is calculated according to the simple interest method. Not valid in conjunction with other offers. Other terms, conditions, and limitations may apply. Dealer participation may vary. Financing offer is subject to change or cancellation at any time. See your Harley‑Davidson® Dealership for details.
Financing Offer available for Used Harley‑Davidson® motorcycles financed through Eaglemark Savings Bank (ESB) and is subject to credit approval. Not all applicants will qualify. 4.49% APR offer is available on Used Harley‑Davidson® motorcycles to high credit tier customers at ESB and only for up to a 60 month term. The APR may vary based on the applicant’s past credit performance and the term of the loan. For example, a 2015 Softail® Deluxe model in Vivid Black with a sale price of $17,845, no down payment and amount financed of $17,845, 60 month repayment term, and 4.49% APR results in monthly payments of $332.60 In this example, customer is responsible for applicable taxes, title, licensing fees and any other fees or charges at the time of sale. APR is calculated according to the simple interest method. Not valid in conjunction with other offers. Other terms, conditions, and limitations may apply. Dealer participation may vary. Financing offer is subject to change or cancellation at any time. See your Harley‑Davidson® Dealership for details.
1. The customer (“Purchaser”) must purchase a new or used model year 2013 or newer Harley-Davidson Sportster motorcycle available and in stock a participating U.S. H-D dealer ("Eligible Motorcycle") between February 1, 2019 and August 31, 2019 ("Sales Period").
2. Purchaser who purchases an Eligible Motorcycle during the Sales Period has the option to trade-in the Eligible Motorcycle at its original purchase price towards the purchase of a new, unregistered, model year 2017, 2018, 2019 or 2020 Harley-Davidson Touring, Trike, Softail, Dyna, Sportster, Street or Special 3. Edition/Shrine Big Twin motorcycle (“Eligible Trade-Up Motorcycle”). Offer is limited to one claim per eligible VIN. Excludes Police Models.
The trade-in must occur no later than August 31, 2020 (“Trade-Up Period”).
4. Customers must redeem the offer at the same H-D dealership where the Eligible Motorcycle purchase originated. Certain exceptions apply for customers who move during the Trade-Up period. See participating H-D dealer for details.
5. The owner must have the original bill of sale and title in the original owner’s name as valid proof of purchase of the qualifying new motorcycle at time of trade-in to qualify for this offer.
6. Original purchase price does not include taxes, title, registration, license fees, state fees, parts and accessories, dealer set-up/prep/freight charges, ancillary products (e.g., Extended Service Plans, GAP, wheel and tire coverage, etc…) and other dealer add-ons, regardless of the amount actually paid.
7. The offer only applies to Eligible Motorcycles submitted for trade-in on a new, unregistered Eligible Trade-Up Motorcycle of greater value and not the same model. Offer is limited to one claim per eligible VIN. Offer is limited to one claim per customer.
8. The Purchaser is responsible for the difference between the trade-in value of the Eligible Motorcycle and the purchase price of the Eligible Trade-Up Motorcycle.
9. Trade-in must be a vehicle in good condition and good working order. Tires, suspension, engine, and transmission must all be within factory specifications and are subject to inspection by the participating H-D dealer. Vehicle exterior cannot reflect neglect or abuse. The participating H-D dealer will make the sole determination regarding whether the trade-in is in good working condition and good working order.
10. The purchaser is responsible for all costs of operating and maintaining the Eligible Motorcycle prior to trade-in.
11. This offer may not be combined with any other promotions, offers or discounts without the express permission of Harley-Davidson. However, qualified customers can use Harley-Davidson Financial Services special financing promotions in conjunction with the Freedom Promise. The Freedom Promise trade-in benefit will not be considered as part of the rider’s down payment.
12. This offer is not transferable except to the original owner’s spouse or to the original owner’s legally recognized domestic partner, provided such person lives in the same household and has the same permanent address as the original owner. The H-D dealer may require documentation to substantiate this relationship before extending the offer to the spouse or domestic partner.
13. Eligible Trade-Up Motorcycles must be taken from dealer stock and are not available on future motorcycle orders, deliveries or deposits outside the Trade-Up Period. Certain models of motorcycles may not be available at some participating dealers.
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Financing Offer available only on Used Harley‑Davidson Street® motorcycles financed through Eaglemark Savings Bank (ESB) and is subject to credit approval. Not all applicants will qualify. 5.49% APR offer is available only to high credit tier customers at ESB and only for up to a 72 month term. The APR may vary based on the applicant’s past credit performance and the term of the loan. For example, a 2015 Street™ XG500 motorcycle model in Vivid Black with a sale price of $6,799, no down payment and amount financed of $6,799, 72 month repayment term, and 5.49% APR results in monthly payments of $111.05. In this example, customer is responsible for applicable taxes, title, licensing fees and any other fees or charges at the time of sale. APR is calculated according to the simple interest method. Not valid in conjunction with other offers. Other terms, conditions, and limitations may apply. Dealer participation may vary. Financing offer is subject to change or cancellation at any time. See your Harley‑Davidson® Dealership for details.
Financing Offer available only on new Harley‑Davidson® motorcycles financed through Eaglemark Savings Bank (ESB) and is subject to credit approval. Not all applicants will qualify. 2.99% APR offer is available on new Harley‑Davidson® motorcycles to high credit tier customers at ESB and only for up to a 60 month term. The APR may vary based on the applicant’s past credit performance and the term of the loan. For example, a 2021 Heritage Classic in Vivid Black with an MSRP of $18,999, 10% down payment and amount financed of $17,099.10, 60 month repayment term, and 2.99% APR results in monthly payments of $307.17. In this example, customer is responsible for applicable taxes, title, licensing fees and any other fees or charges at the time of sale. APR is calculated according to the simple interest method. Not valid in conjunction with other offers. Other terms, conditions, and limitations may apply. Dealer participation may vary. Financing offer is subject to change or cancellation at anytime. See your Harley-Davidson® Dealership for details.
Financing Offer available only on used Harley‑Davidson motorcycles financed through Eaglemark Savings Bank (ESB) and is subject to credit approval. Not all applicants will qualify. 3.99% APR offer is available only to high credit tier customers who have completed a Riding Academy, Skilled Riders, MSF or other state accredited course within 180 days of application date and only for up to a 60 month term. The APR may vary based on the applicant’s past credit performance and the term of the loan. For example, a 2019 Harley-Davidson Street® 750 model in Vivid Black with sale price of $7,599, 10% down payment and amount financed of $6,839.10, 60 month repayment term, and 3.99% APR results in monthly payments of $125.92. In this example, customer is responsible for applicable taxes, title, licensing fees and any other fees or charges at the time of sale. APR is calculated according to the simple interest method. Not valid in conjunction with other offers. Other terms, conditions, and limitations may apply. Dealer participation may vary. Financing offer is subject to change or cancellation at anytime. See your Harley-Davidson® Dealership for details.
The creditor and issuer of the Harley‑Davidson® Visa® card is U.S. Bank National Association, pursuant to a license from Visa U.S.A. Inc.
Financing offer available only to Active United States Military personnel and only on Harley‑Davidson® motorcycles financed through Eaglemark Savings Bank and is subject to credit approval. Not all applicants will qualify. No Money Down offer is available only to well-qualified credit tier applicants. 5.39% APR offer is available only to the highest credit tier applicants and only for up to 60 months term. The APR and down payment may vary based on the applicant’s past credit performance and the term of the loan. For example, a 2021 Softail Slim® motorcycle in Vivid Black with an MSRP of $15,999, no down payment and amount financed of $15,999, 60 month repayment term and 5.39% APR results in monthly payments of $304.79. In this example, customer is responsible for applicable taxes, title, licensing fees and any other fees or charges at the time of sale. APR is calculated according to the simple interest method. Not valid in conjunction with other offers. Other terms, conditions and limitations may apply. Financing offer is subject to change or cancellation at any time. See your Harley‑Davidson® Dealership for details. Active Military includes: United States Army, Navy, Marine, Air Force, Coast Guard, National Guard and Reserves.
Financing Offer available only on new Harley-Davidson® Sportster® motorcycle models financed through Eaglemark Savings Bank (ESB) and is subject to credit approval. Not all applicants will qualify. 8.49% APR offer is available only to high credit tier customers at ESB and only for up to a 84 month term. The APR may vary based on the applicant’s past credit performance and the term of the loan. For example, a 2021 Iron 883™ in Black Denim with an MSRP of $9,749, 10% down payment and amount financed of $8,774.10, 84 month repayment term, and 8.49% APR results in monthly payments of $138.91. In this example, customer is responsible for applicable taxes, title, licensing fees and any other fees or charges at the time of sale. APR is calculated according to the simple interest method. Not valid in conjunction with other offers. Other terms, conditions, and limitations may apply. Dealer participation may vary. Financing offer is subject to change or cancellation at anytime. See your Harley-Davidson dealer for details.
Financing Offer available only on new Harley‑Davidson® motorcycles financed through Eaglemark Savings Bank (ESB) and is subject to credit approval. Not all applicants will qualify. This 7.99% offer is available on new Harley‑Davidson® motorcycles to high credit tier customers at ESB and only for up to an 84-month term. The APR may vary based on the applicant’s past credit performance and the term of the loan. For example, a 2021 Softail® Standard motorcycle in Vivid Black with an MSRP of $13,599, a 10% down payment and amount financed of $12,239.10, 84-month repayment term, and 7.99% APR results in monthly payments of $190.70. In this example, customer is responsible for applicable taxes, title, licensing fees and any other fees or charges at the time of sale. APR is calculated according to the simple interest method. Not valid in conjunction with other offers. Other terms, conditions, and limitations may apply. Dealer participation may vary. Financing offer is subject to change or cancellation at any time. See your Harley‑Davidson® Dealership for details.
Financing Offer available only on new Harley‑Davidson® motorcycles financed through Eaglemark Savings Bank (ESB) and is subject to credit approval. Not all applicants will qualify. This 7.99% offer is available on new Harley‑Davidson® motorcycles to high credit tier customers at ESB and only for up to an 84-month term. The APR may vary based on the applicant’s past credit performance and the term of the loan. For example, a 2021 Electra Glide® Standard motorcycle in Vivid Black with an MSRP of $18,999 a 10% down payment and amount financed of $17,099.10, 84-month repayment term, and 7.99% APR results in monthly payments of $266.43. In this example, customer is responsible for applicable taxes, title, licensing fees and any other fees or charges at the time of sale. APR is calculated according to the simple interest method. Not valid in conjunction with other offers. Other terms, conditions, and limitations may apply. Dealer participation may vary. Financing offer is subject to change or cancellation at any time. See your Harley‑Davidson® Dealership for details.
Prices listed are generally the Manufacturer’s Suggested Retail Price (MSRP), excluding taxes, shipping, added accessories, added additional dealer charges and are subject to change without notice. Prices and selection at local dealerships may vary. All taxes are extra. STACYC reserves the right without prior notice to discontinue at any time any of the items herein or change specifications or designs without incurring any obligation to the customer. All items are subject to availability and prior sale by our dealers.
Riding range estimates provided following the SAE J2982 and are based on expected performance of a fully-charged battery when operated under specified conditions. Actual range will vary depending on riding habits, ambient weather and equipment conditions.
Financing Offer available only on new 2019 Harley-Davidson® Touring motorcycle models financed through Eaglemark Savings Bank and is subject to credit approval. Not all applicants will qualify as the Annual Percentage Rate (APR) will vary based on the applicant’s past credit performance and the term of the loan. Financing offer is available only for up to a 60 month term. For example, a 2019 Road Glide® Special motorcycle in Billiard Blue with an MSRP of $27,989, no down payment and amount financed of $27,989, 60 month repayment term, and 2.99% APR results in monthly payments of $502.80. In this example, customer is responsible for applicable taxes, title, licensing fees and any other fees or charges at the time of sale. APR is calculated according to the simple interest method. Not valid in conjunction with other offers. Customer must take delivery by September 30, 2019. Other terms, conditions, and limitations may apply. Dealer participation may vary. Financing offer is subject to change or cancellation at anytime. See a Harley-Davidson® Dealer for details.
Free DC Fast Charging at participating H-D dealerships and 500 kw hours at Electrify America Charge Stations.
Potential government incentives are identified for informational purposes only. Federal tax credit may be 10% of the cost of the qualified vehicle, up to $2,500. Availability and eligibility vary, may change without notice and are beyond the control of Harley-Davidson. Eligibility and amount of credits and rebates depend on your personal situation. Please consult your tax professional and your state or federal agency for details and eligibility requirements.
Surcharges attributable to raw materials costs in the product supply chain
Harley-Davidson Iron 883 Dimensions
Harley-Davidson Iron 883 Dimensions
The Harley-Davidson Iron 883 Dimensions 2185 mm in length, 820 mm in width and 1120 mm in height with a wheelbase of 1515 mm. By knowing the Harley-Davidson Iron 883 dimension, you can be clear about the minimum space, which you require to park the bike in your garage.
|Dimensions||in mm||in cm||in inches||in feet|
Harley-Davidson Iron 883 BS6 price hiked
Harley-Davidson Sportster 1200 Custom Specs
Motorcycles Specs > Harley-Davidson > Harley-Davidson Sportster 1200 Custom
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The Harley-Davidson Sportster 1200 Custom model is a Custom / cruiser bike manufactured by Harley-Davidson . In this version sold from year 2019 , the dry weight is 255.0 kg (562.2 pounds) and it is equipped with a V2, four-stroke motor. The engine produces a maximum peak output power of 67.00 HP (48.9 kW)) @ 6000 RPM and a maximum torque of 98.99 Nm (10.1 kgf-m or 73.0 ft.lbs) @ 3750 RPM . With this drive-train, the Harley-Davidson Sportster 1200 Custom is capable of reaching a maximum top speed of . On the topic of chassis characteristics, responsible for road holding, handling behavior and ride comfort, the Harley-Davidson Sportster 1200 Custom has a frame with front suspension being Telescopic fork and at the rear, it is equipped with Twin shocks . Stock tire sizes are 130/90-B16 on the front, and 150/80-B16 on the rear. As for stopping power, the Harley-Davidson Sportster 1200 Custom braking system includes Single disc. Dual piston, optional ABS. size at the front and Single disc. Dual piston, optional ABS. size at the back.
Harley-Davidson Sportster 1200 Custom General Information
|Model||Harley-Davidson Sportster 1200 Custom|
|Category||Custom / cruiser|
|Factory Warranty (Years / miles)||-|
Harley-Davidson Sportster 1200 Custom Dimensions, Aerodynamics and weight
|Wheelbase||1,530 mm (60.2 inches)|
|Length||2,225 mm (87.6 inches)|
|Seat Height||725 mm (28.5 inches) If adjustable, lowest setting.|
|Alternate Seat Height||-|
|Ground Clearance||105 mm (4.1 inches)|
|Trail size||107 mm (4.2 inches)|
|Wheels details||Chrome, 5-Spoke Cast Aluminum|
|Front Tyres - Rims dimensions||130/90-B16|
|Rear Tyres - Rims dimensions||150/80-B16|
|Front brakes||Single disc. Dual piston, optional ABS.|
|Rear brakes||Single disc. Dual piston, optional ABS.|
|Front Brakes Dimensions - Disc Dimensions||-|
|Rear Brakes Dimensions - Disc Dimensions||-|
|Curb Weight (including fluids)||268.0 kg (590.8 pounds)|
|Dry Weight||255.0 kg (562.2 pounds)|
|Front Percentage of Weight||-|
|Rear Percentage of Weight||-|
|Weight-Power Output Ratio :||0.2627 HP/kg|
|Fuel Tank Capacity||17.00 litres (4.49 gallons)|
|Reserve Fuel Capacity||-|
|Carrying Details and Capacity||-|
|Front Suspension||Telescopic fork|
|Front Suspension Travel||-|
|Rear Suspension||Twin shocks|
|Rear Suspension Travel||-|
Harley-Davidson Sportster 1200 Custom Engine and Transmission Technical Data
|Engine type - Number of cylinders||V2, four-stroke|
|Engine details||Air-cooled, Evolution®|
|Fuel system||Injection. Electronic Sequential Port Fuel Injection (ESPFI)|
|Engine size - Displacement - Engine capacity||1202.00 ccm (73.35 cubic inches)|
|Bore x Stroke||88.9 x 96.8 mm (3.5 x 3.8 inches)|
|Number of valves per cylinder||-|
|Camshaft Valvetrain Configuration||-|
|Maximum power - Output - Horsepower||67.00 HP (48.9 kW)) @ 6000 RPM|
|Maximum torque||98.99 Nm (10.1 kgf-m or 73.0 ft.lbs) @ 3750 RPM|
|Engine Maximum RPM||-|
|Lubrication system||Dry sump|
|Engine oil capacity||2.60 litres (2.75 quarts)|
|Exhaust system||Chrome, staggered exhaust with slash-cut mufflers|
|Transmission type, final drive ratio||Belt|
|Clutch type||Multi-plate with diaphragm spring in oil bath|
Harley-Davidson Sportster 1200 Custom Performance
|Acceleration 0 to 100 km/h (0 to 62 mph)||-|
|Acceleration 0 to 400m (1/4 mile)||-|
|Recuperation 60 to 140 km/h in highest gear||-|
|Fuel Consumption - MPG - Economy - Efficiency||4.90 litres/100 km (20.4 km/l or 48.00 mpg)|
|CO2 emissions||113.7 CO2 g/km. (CO2 - Carbon dioxide emission)|
Harley-Davidson Sportster 1200 Custom Electrical Systems, Ignition and Equipment
|Instruments||Handlebar-mounted electronic speedometer with odometer, time-of-day clock on odometer, dual tripmeter, low fuel warning light, low oil pressure light, engine diagnostics readout, LED indicator lights|
|Lights||High beam, neutral, low oil pressure, turn signals, engine diagnostics, low fuel warning, low battery, security system (optional)|
How much horsepower does a Harley-Davidson Sportster 1200 Custom have?
The Harley-Davidson Sportster 1200 Custom has 67.00 HP (48.9 kW)) @ 6000 RPM.
How much does a Harley-Davidson Sportster 1200 Custom weighs?
The Harley-Davidson Sportster 1200 Custom weighs 255.0 kg (562.2 pounds).
How tall (seat height) is a Harley-Davidson Sportster 1200 Custom?
The Harley-Davidson Sportster 1200 Custom seat height is 725 mm (28.5 inches) If adjustable, lowest setting.
How many gears does a Harley-Davidson Sportster 1200 Custom have?
The Harley-Davidson Sportster 1200 Custom have 6 gears.
Length harley sportster
The Harley-Davidson Sportster is a line of motorcycles produced continuously since 1957 by Harley-Davidson. Sportster models are designated in Harley-Davidson's product code by beginning with "XL". In 1952, the predecessors to the Sportster, the Model K Sport and Sport Solo motorcycles, were introduced. These models K, KK, KH, and KHK of 1952 to 1956 had a sidevalve ('flat head') engine, whereas the later XL Sportster models use an overhead valve engine. The first Sportster in 1957 had many of the same details of the KH including the frame, fenders, large gas tank and front suspension.
The original Sportster line was discontinued in Europe in 2020 due to the engine failing to meet the stricter Euro 5 emissions standards. An all-new model equipped with the Revolution Max engine called the Sportster S was introduced in 2021, the first motorcycle under the Sportster nameplate to receive a new engine since 1986, and the first Sportster to have an engine not derived from the Model K.
Sportster motorcycles are powered by a four-stroke, 45° V-twin engine in which both connecting rods, of the "fork and blade" or "knife & fork" design, share a common crank pin. The original Sportster engine was the Ironhead engine, which was replaced with the Evolution engine in 1986. Sportster engines, the 45 cubic inch R, D, G & W Models 1929 side-valve motors, and the 'Big Twin' side-valve motors, which were: the flathead 74.0 cu in (1,213 cc) Models V, VL etc. (1930–1936), Models U and UL (1937–1948), and the 80.0 cu in (1,311 cc) models VH and VLH (1935–1936), models UH and ULH (1937–1941), have four separate cams, sporting one lobe per cam.
The cam followers used in Sportster engines, K models, big twin side valve models, and the side-valve W model series, were a slightly shorter version of the followers used in the larger motors, but with the same 0.731-inch (18.6 mm) diameter body and 0.855-inch (21.7 mm) diameter roller follower since 1929. The company used similar cam followers for decades with minor changes, from 1929 to the 1980s.
Sportster engines retained the K/KH design crankcase design, in which the transmission is contained in the same casting as the engine, and driven by the engine with a triple-row #35 chain primary drive and a multi-plate cable-operated clutch. Models since 1991 have five speeds; 1990 and earlier models had four speeds.
The engine was mounted directly to the frame from 1957 through the 2003 model year. While this system allows the bike to be somewhat lighter with more precise handling, it also transmits engine vibration directly to the rider. In 2003 Harley Davidson produced a limited number of 100th anniversary model sportsters. They are identified by the 100th anniversary paint schemes and plaques attached to the sheetmetal, speedometer housing, and engine. Sportsters released in 2004 and later use rubber isolation mounts and tie links to limit engine movement to a single plane, which greatly reduces vibration felt by the rider. Buell motorcycles built with variants of the Sportster engine have used a rubber mount system since 1987.
The Model K, from which the Sportster evolved, was the first civilian motorcycle produced by Harley-Davidson with hydraulic shock absorbers on both wheels. Common usage calls this a K Model.
Model K series
This is developed from the earlier 45 W model, but with the revised flat head engine and new 4-speed transmission contained in the same castings as would become the Sportster. The connecting rods would be inherited by the Sportster along with many other design elements and dimensions.
- Model K and KK 1952–1953: 750 cc side-valve engines, using the 45 model bore and stroke of 2.75" x 3.8125" (69.85 x 96.85 mm)
- Model KR (racing only) 1953–1969: 750 cc side-valve engines
- Model KH and KHK 1954–1956: 888 cc side-valve engines, using the 45 model bore, but with the stroke increased to 4.5625" (115.89 mm). This is the only small twin with a stroke longer than 3.8125". The shorter stroke is otherwise universal to the entire 45/K/Sportster line from 1929 to the present (exception: XR750, XB9 Buell).
XL series Sportsters
- XL, Ironhead, 1957–1985: 883 cc and 1,000 cc Ironhead overhead-valve engines with cast iron heads, K series frame
- XLCH, Ironhead, (unofficial "Competition Hot" moniker) 1958–1971: 883 cc, and 1,000 cc 1972 & up
- XR-750 (racing with the exception of being Evel Knievel's jump bike while sponsored by Harley-Davidson between 1970 and 1977) 1970–1971: 750 cc overhead-valve engine, iron heads
- XR-750 (racing only with the exception noted above) 1972–1985: 750 cc overhead-valve engine, alloy heads
- XLCR 1977–1978-1979: Cafe racer 1,000 cc overhead-valve engine, iron heads, 2000 made in 77, 1200 in 78, and 9 in 1979
- XR-1000 1983–1984: 1,000 cc street model using XR racing cylinder head and other XR engine parts
- XLR: 883 cc overhead-valve engines, iron heads
- XLS Roadster 1979-1982 1,000 cc ironhead / 4-speed, stock components—2-inch-longer forks, 2 up seat, sissy bar, highway pegs, 2.2(on 1979) gallon tank
- XLS Roadster, 1983–1985, 1,000 cc ironhead, 4-gallon fuel tank with console
- XL, Evolution (also known as the "Evo"), since 1986: 883 cc, 1,100 cc and 1,200 cc Evolution overhead-valve engine, alloy heads
Significant changes by model year
- 1957 "Ironhead" overhead-valve engine introduced.
- 1958 XLH touring high compression model and XLCH sportier "Competition Hot" model introduced.
- 1967 Electric starting introduced on XLH 
- 1972 "Ironhead" 1,000 cc overhead-valve engine replaces 900 cc. Claimed power was 61 hp (45 kW) @ 6,200 rpm and a top speed of 116 mph (187 km/h)
- 1975 Switched to left-side gear change (DOT mandate)
- 1977 & 1979 Dual exhaust "Siamese" pipes used, introduced on Willie G. Davidson's XLCR café racer in 1977 all models 1979, along with the triangular frame and rear hydraulic disk brake also introduced on the XLCR. In 1977 a limited edition Confederate Edition Sportster was introduced for one year only.
- 1979 Last year for the kickstart only XLCH, only 141 made.
- 1985 Last year for the "Ironhead" overhead-valve engine.
- 1986 "Evolution" engine introduced in 883 cc and 1,100 cc sizes.
- 1988 1200 cc engine replaces 1,100 cc engine.
- 1988 Constant velocity carburetor replaces butterfly carburetor.
- 1991 Five-speed transmission replaces four-speed.
- 1991 Belt drive replaces chain drive on 883 Deluxe and all 1200 models.
- 1993 Belt drive made standard on all Sportsters.
- 1994 Improved oil tank, battery tray, and clutch made standard.
- 1994 New electrical system with sealed connectors.
- 1995 Electronic speedometer replaces mechanical.
- 1996 XL1200C Custom model introduced.
- 1998 XL1200S gets dual spark plug heads and high performance cams
- 2000 Introduced sealed wheel bearings and updated four-piston brake calipers.
- 2003 Last year for the frame mounted Evolution engine.
- 2004 All-new frame including rubber-mounted engine for decreased vibration. Elimination of the transmission trap door, New shape hamcan, Exhaust balance pipe moved from running under the air filter and disguised and hidden behind the silencers to show more of engine, new smoother style oil tank right side panel with push and turn filler/dipstick, and the previously exposed battery is now enclosed in a matching side panel on the left
- 2005 Enlarged rear axle to 1 inch (25.4 mm) for increased stability.
- 2006 New XR1200 is announced at Intermot in Cologne, Germany. The XR1200 is the first Harley-Davidson to utilize Down Draft DDFI II fuel injection. To be released as a late 2006 model. Introduction of helical gears in transmission (2nd-5th).
- 2007 Fuel injection replaces carburetion on all models.
- 2008 front axle enlarged from 3/4 inch to 25 mm, rear axle decreased from 1 inch (25.4 mm) to 25 mm
- 2009 "One size fits all" front mudguard approach replaced by improved mudguard contour to match each model's respective wheel diameters.
- 2010 The ECU is relocated to allow more variation in aftermarket seat selection. Side-mounted license plate option on some models
- 2014 new electrical harness, new larger brakes, antilock brakes (ABS) option, keyless entry, new speedometer with gear indicator/tachometer, increased engine compression ratio, catalytic converter
Production and notable Sportster models
- XL900 the original mid compression version
- XLH900 same as the standard XL but with the "H" denoting the high compression engine
- XLC900 off-road version of the XL, The XLC has magneto ignition and kickstart only (as well as several other changes to eliminate weight).
- XLCH900 off-road version of the XLH - or the XLC with the high compression engine! - the "CH" denoting "competition/high-compression". after a year lights, speedo and full road legal specification arrived.
- XLX-61 an entry level "Ironhead" era Sportster, available with sparse trim, in black with black exhaust and handlebars or red with chrome exhaust and handlebars.
- XLT1000 "Tourer" 1977 special model had a Superglide tank, screen, bigger seat and panniers
- XLCH, XLH and XT models of the 1977 Harley-Davidson Confederate Edition that had commemorative paint and tank and fender decals. Very low volume production of only 45 XLCH, 229 XLH and 15 XT models.
- XLCR1000 "Cafe Racer" is the Cafe Racer model, available in 1977 and 1978.
- XR1000, two high rise flat track style exhausts on the left and two staggered K&N type filters feeding Dell'Orto carburetors on the right. Had a 1,000 cc engine and a combination of XLX Sportster and modified XR-750 parts.
- XLH883 -
- XLH883 "Deluxe", twin seat, tachometer, buckhorn bars, and spoke wheels (vs single seat, speedometer only, low bars and cast wheels for the XLH883 standard model)
- XLH883 "Hugger", with reduced single seat height and reduced suspension, the precursor to the "XL low" models
- XL53C "Custom 53" (EU) XL883C "Custom" (US) '98–'03 (883 cc or 53.9 cu in), Forward-controls, duelseat, solid rear wheel and drag bars mounted on a riser. This became the XL883C "Custom" worldwide with the '04 rubbermount version
- XL883 "Sportster 883" single seat standard model, mid-controls, 13-spoke mags or wires
- XL883C "Custom" has wider, flatter "custom" tank, forward-controls, duelseat and 21-inch wire and 16-inch solid disc wheels
- XL1200C "Custom" Frame mount models had a chunkier dual seat and normal tank, rubber mounts get smoother seat and flatter wider "custom" tank, all have 21-inch wire and 16-inch slotted disc wheels and forward-controls
- XL883L "Low"; Single seat, very low shocks, mid-controls, 13-spoke mags or wires
- XL1200L "Low"; Dualseat, mid shocks, mid-controls, wider flatter "Custom" tank, 13-spoke mags or wires
- XL1200S "Sport" – this Sportster has adjustable suspension with piggyback shox, dual disc front brakes, hotter cams and 13-spoke mags, later models get dual plug cylinder heads with single fire ignition
- XL883R "Roadster" Frame mount models have a 2–1 exhaust, 13-spoke mags, black engine and are available in orange with 'R' graphics, rubber mounts get 2–2 exhaust, slightly different dualseat, wire wheel option and more 'R' colors, all have triple discs and rev-counter. In 2010, the XL883R officially gets the "Roadster" suffix
- XL1200R "Roadster" Black engine with highlighted fins, triple discs, rev-counter, orange paint available but no 'R' graphics and '08 models get the wider flatter "custom" tank which distance it further from the 883R
- XL50 1200 "50th Anniversary" 2007 limited production of 2,000 models
- XL1200N "Nightster" first of the Dark Customs, combined LED tail/brake/indicator lights, tapered silencers (EU) and side-mounted LED-lit licence plate, 11-inch shocks, and baloney cut silencers (US), mid-controls and wire wheels
- XL883N "Iron 883", blacked-out 883 similar to the Nightster with more black and 13-spoke mags, mid-controls.
- XR1200 More sports orientated "Euro"-style bike, inverted forks, reworked Sportster engine with XR heads, new chassis, four-pot double discs, 120/70-18 and 180/55-17 split 3-spoke mags, rear-controls - has its own race series
- XL1200X "Forty-Eight", in the "Dark" Nightster style but has the classic 1948 style small peanut tank, wire wheels, forward controls, a whole new 130 mm front tire, and super small single seat
- XR1200X Starting as a XR1200 with piggyback/fully adjustable shocks, fully adjustable front end, available in either Black Denim or White Denim paint colors
- XL883L "SuperLow", new for 2011 has black split 5-spoke mags with polished rims and 120/70-18 and 150/60-17 tires, wider flatter "Custom" tank, mid-controls
- XL1200C "1200 Custom" As of 2011 has a 130/90B16 front tyre, wide front end, 5-spoke mags (UK gets wires), new shape eyebrow, wider flatter "Custom" tank and introduces "H-D1".
- XL1200V "72" Radical Chopper with design inspired by the classic styling of the early 1970s chopper/bobbers that were prevalent during this time. Bike has the chopper bobber look, Hard Candy Custom (with metal flake) paint is optional.
Introduced in 2007, the XL1200N Nightster included (then) unique elements such as a bobbed rear fender, front fork gaiters, and a side mount license plate. The riding position and 25.3-inch (640 mm) seat height of the Nightster are the same as those of the XL883L Sportster Low - UK version (along with Iron 883 and Forty-Eight) has central number plate, 13.5-inch rear shocks, tapered silencers, and combined LED indicator/tail/brake lights. The bike has a measured HP of 57.2 hp (42.7 kW) (rear wheel) and 64.4 lb⋅ft (87.3 N⋅m) (rear wheel) and a top speed of 107 mph (172 km/h) and a wet weight of 564 lb (256 kg).
The Harley "Iron" was introduced in 2009 as a smaller-displacement version of the Nightster. The major differences are blacked-out engine, cast wheels instead of laced; narrower handlebars; and of course the smaller 883 cc engine displacement compared to the Nightster's 1200 cc. The Nightster was discontinued in 2012.
In the 2008 model year, Harley-Davidson released the XR1200 Sportster in Europe, Africa, and the Middle East. The XR1200 had an Evolution engine tuned to produce 91 bhp (68 kW), four-piston dual front disc brakes, and an aluminum swing arm. Motorcyclist had the XR1200 on the cover of its July 2008 issue, and was generally positive about it in their "First Ride" story, in which Harley-Davidson was repeatedly asked to sell it in the United States. One possible reason for the delayed availability in the United States was the fact that Harley-Davidson had to obtain the "XR1200" naming rights from Storz Performance, a Harley customizing shop in Ventura, California. The XR1200 was released in the United States in 2009, in a special color scheme including Mirage Orange highlighting its dirt-tracker heritage. The first 750 XR1200 models in 2009 were pre-ordered and came with a number 1 tag for the front of the bike, autographed by Kenny Coolbeth and Scott Parker and a thank you/welcome letter from Harley-Davidson, signed by Bill Davidson. The XR1200 was discontinued on the United States Market after 2012. For 2012, the XR1200X model had upgraded suspension front and rear. The bike has a measured HP of 79.26 hp (59.10 kW) (rear wheel) and 67.53 lb⋅ft (91.56 N⋅m) (rear wheel) and a top speed of 120.7 mph (194.2 km/h)and a wet weight of 580 lb (260 kg).
In the 2010 model year, Harley-Davidson introduced the XL1200X "Forty-Eight" model. It is similar to the "Dark" Nightster style but has the classic 1948 style small peanut tank, wire wheels, forward-controls, a wider front tire with a fat front end and chopped front fender, a slammed speedo with under mount mirrors, low solo single seat, and low suspension.
In the 2012 model year, Harley-Davidson introduced the XL1200V "Seventy-Two" model, sold until 2016. It has the classic styling of the early '70s chopper/bobbers that were prevalent during this time. It has the peanut gas tank, wire wheels, white-wall tires, forward-controls, a bit of extra rake and slightly longer front forks, a chopped (bobbed) rear fender, side-mounted license plate, low solo single seat, mini-ape hanger handlebars, and low suspension. The bike has a measured HP of 54.67 hp (40.77 kW) (rear wheel) and 59.81 lb⋅ft (81.09 N⋅m) (rear wheel) and a top speed of 108 mph (174 km/h) with a wet weight of 559.5 lb (253.8 kg).
In the 2016 model year, Harley-Davidson introduced the XL1200CX "Roadster" model. This is the sporty Sportster it has café bike styling and stance. With mid-position pegs and a slammed drag bar give a slight lean-forward riding position. A 43mm inverted cartridge fork and in the back preload-adjustable emulsion-type shocks help the roadster to have the greatest lean angle of any Sportster. Also standard are twin 300mm floating disc brakes and a tachometer. The bike has a measured HP of 65.4 hp (48.8 kW) (rear wheel) and 69.7 lb⋅ft (94.5 N⋅m) (rear wheel).
In 2021, Harley-Davidson launched the Sportster S and described it as a "sports custom motorcycle". In an independent review, Bennetts commented that: "Despite the Sportster moniker, the new bike’s specs mean it’s got more in common with the old V-Rod than its namesakes. By the end of its life, the V-Rod had a 1247cc, water-cooled, DOHC V-twin making 125hp, putting it within spitting distance of the new Sportster’s 1252cc and 121hp. But the old bike was a much heftier machine, coming in at around 300kg depending on which version you picked, where the Sportster S is a relatively lithe 228kg ready-to-ride. The result means the Sportster will be a significantly better-performing machine, both in a straight line and around corners, than the old V-Rod." 
The Sportster is offered in a number of different models. The 2021 models, which are not all offered in the same countries, are:
- Iron 883 - XL883N
- Iron 1200 - XL1200NS
- Forty-Eight - XL1200X
- Sportster S (launched in 2021)
Buell started with water-cooled two-stroke square-fours and ended with a water cooled four-stroke V-Twin, but the vast majority of their bikes used reworked 883 and 1200 Sportster engines. With Buell-designed heads, barrels, and in 1999 fuel injection, these all led to an increase in horsepower. They also had rubber mounting and a fan to cool the rear cylinder.
- ^Margie Siegal (May–June 2011). "1957 Harley-Davidson Sportster XL". Motorcycle Classics. Retrieved 2011-05-19.
- ^Purvis, Ben (9 March 2021). "Harley-Davidson Looks to Revive the Nightster Nameplate". Cycle World. Retrieved 2021-04-08.
- ^Hyatt, Kyle. "Harley-Davidson debuts its super rowdy 2021 Sportster S". Roadshow. Retrieved 2021-07-14.
- ^ abRichard Backus (March–April 2010). "1972-1985 Harley-Davidson Sportster 1000". Motorcycle Classics. Retrieved 2010-05-21.
- ^Harley-Davidson, Inc. (1993). The Legend Begins. Harley-Davidson, Inc.
- ^Brown, Brown. "Harley XLCR Café Racer". Motorcycle Classics. Retrieved February 9, 2017.
- ^ ab"Archived copy". Archived from the original on 2012-10-01. Retrieved 2012-11-01.CS1 maint: archived copy as title (link)
- ^Harley-Davidson Confederate Edition, Motorcycle Classics
- ^Roland Brown. "Harley-Davidson XLCR". Motorcycle Classics. Retrieved 2009-08-24.
- ^Clement Salvadori (November–December 2010). "The Harley-Davidson XR1000". Motorcycle Classics. Retrieved 2010-10-11.
- ^"HARLEY-DAVIDSON SPORTSTER 1200 (2007-on) Review". MCN. September 17, 2007. Retrieved May 11, 2018.
- ^ abc"Performance Index Winter '12/'13 Edition"(PDF), Motorcycle Consumer News, Bowtie Magazines, January 2013, archived from the original(PDF) on 2016-12-29
- ^Cathcart, Alan (July 2008). "First Ride: 2008 Harley-Davidson XR1200 - Get Sporty!". Motorcyclist. Source Interlink Magazines: 49–53.
- ^Richard Backus (September–October 2009). "2009 Harley-Davidson XR1200". Motorcycle Classics. Retrieved 2009-08-20.
- ^"Archived copy". Archived from the original on 2013-01-31. Retrieved 2013-05-08.CS1 maint: archived copy as title (link)
- ^"The Essential Free Buying Guide - Harley-Davidson Sportster". Silodrome. 2013-10-05. Retrieved 2018-11-02.
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A volcanic eruption begins. Push after push, spray after spray, I feel an incredible thrill and bliss, and Tusik, having made a second pause (he managed to explain the necessary nuance to her during the. Rest), continues to suck zealously, pressing on the special points at the base of the penis and under the eggs, which repeatedly enhances pleasure and dreams that it never ends.
The only thing I can complain about is Tusik's unfulfilled promise.
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Listened to me, I began to move in her, each time faster and faster. I rubbed my clitoris with my fingers, pressed on it. A couple of movements in her ass was enough for me and I finished inside, pressed hard on the clitoris, which brought her to orgasm. I pulled out a member. Sat down in a chair, took out napkins, threw it to her.