GOOD bikes at good prices – that’s the formula for the additions to Harley’s range for 2010, as the giant American motorcycle manufacturer responds to the Global Financial Crisis. Five new machines join the range for 2010 – the 883 Iron, the Dyna Wide Glide, the XR1200R, the Fat Boy Lo and the Electra Glide Ultra Limited. We were able to ride the first four at the launch, unfortunately there wasn’t an Electra Glide Ultra Limited available, hopefully Cycle Torque can test that model at a later date.

Possibly with the exception of the XR1200R - which at $16,750 isn’t expensive anyway - all the new 2010 models are priced keenly, reflecting the troubles Harley has been having at home where sales have plummeted and spending on high-priced items has slowed considerably.

The problem wasn’t caused by Harley and all bike manufacturers have been affected, but whatever the cause, it’s inspired Harley to develop more affordable machines for 2010, and that’s got to be a good thing…

Iron 883

I really don’t like the name of this bike – the Iron 883 makes me immediately think Harley’s gone back to its roots and started building engines from cast iron again, which would be a huge mistake – but the name does evoke strength.

The name aside, this entry-level (into the Harley range, its engine capacity is too high for it to be Learner Approved) machine offers the Hog experience for under 12 Grand.
That’s why we put the bike on the cover – you can get into a Harley without breaking the bank.

Don’t expect too many features though: this is pretty basic stuff for the 21st century – two wheels with an engine in the middle. There’s little there which isn’t essential, and what’s there is only fancy because it came from Harley (although the innovative tail and brakes lights, being built-in to the indicator stems, are something very new).

Harley’s 883 Sportster engine provides the motive power – fuel injected these days, but essentially unchanged for decades. It’s slung in a rubber-mounted frame to reduce the vibes of the 45-degree twin. Final drive is by carbon-reinforced belt, another Harley standard these days.

A 19-inch front wheel rolls at the front on non-adjustable conventional forks while a 16-inch rear is kept on the ground by a pair of spring/damper type shocks.

In standard trim there’s no pillion seat, but that can be fixed with a trip to the extensive Harley accessory catalogue.
Indeed, Harley’s Adrian O’Donoughue says the bike “provides a pure riding experience and gives its owner a platform for personalisation. It’s totally open to the creativity of the rider.”
He’s right, of course, but it could also make the bike a lot more expensive, but at least you’ve got the choice. In the end, the 883 Iron is compact, easy to ride and fun. It’s non-threatening and easy to manouvre around the place, and the seat height is low enough to suit the majority of riders.
It’s well suited to less experienced and lighter riders – I expect it will be popular with women. At 94kg and 174cm, I found the riding position cramped and the suspension soaking up my weight rather than the potholes, so I’m not suited to the bike but I still found it fun to ride. Its handling is predictable, the performance moderate but fun, the experience very pleasant.

For someone who finds the bigger Harleys intimidating, an Iron 883 could be just the machine. If you’re bigger, heavier and more experienced, you might want to keep saving – but not too much, the XR1200X could be the go…

XR1200X

Cycle Torque’s Chris Pickett tested the XR1200 in the June 2009 issue and found the bike to be good fun, but he was critical of the suspension: underdamped and needed reworking. Somebody at Harley must have thought the same thing, because this model not only has better suspension than the stock XR1200, it has fully adjustable suspension.

On a one day launch with four models to ride I wasn’t about to get too adventurous with the tools on the suspension adjustments, but needless to say the better legs will make the bike more attractive to anyone looking for genuine sporting ability and a Harley name on the tank.
With Nissin brakes, Showa suspension and the rumbling twin cylinder engine, the XR1200X is a fun bike to ride in the twisties. More sporty naked than pure sportsbike, a good rider on an XR will surprise many a punter of more fancied machinery up a winding road. It’s great value Harley fun at $16,750 plus on road costs.

Dyna Wide Glide

Returning to the line-up for 2010 is the Wide Glide. This is a model name with a long history at Harley-Davidson, evoking a long, low, factory-built chopper style machine.
Choppers are, of course, extremely popular these days, partly because of the various TV shows depicting the building of one-off custom creations, but these are usually expensive, uncomfortable showpieces rather than motorcycles to rack up the miles.

This is where the Wide Glide comes in. I wasn’t expecting comfort, because the very low seat dictates short-travel suspension, but Harley’s done a great job at building suspension which absorbs most bumps and a well padded seat, so the Wide Glide is comfortable on reasonable roads. The raked-out front end and 21-inch front wheel combine with the forward foot controls to give a real chopper-style riding position, in keeping with the style of the machine.

Powering the Wide Glide is a 96ci Twin Cam V-Twin with tall gearing.
Riding a Wide Glide puts you in a good mood as the rhythm of the engine helps to suck away all of life’s troubles while you’re cruising in a relaxed riding position.
Just as relaxed is its price at $26,495 plus on roads - it hasn't been this cheap since 2001!

Fat Boy Lo

The Fat Boy has been one of Harley’s most successful models, ever. With its fat tyres, disc wheels, fat tank, bobbed guards and distinctive lines, it is to many people the quintessential Harley.
Those features combine with the lowest seat on any 2010-model Harley to become the Fat Boy Lo. Modifications to the suspension have dropped the seat height to 61.6cm, while the seat itself is narrower than on the standard Fat Boy, so nearly everyone can get their feet on the ground, and the handlebars are narrower than the Fat Boy’s too, making the bike feel a little more compact overall.

I haven’t ridden a Fat Boy in a long, long time, so I can’t make any direct comparison with the standard model, but I was impressed by the Fat Boy Lo.
Despite being so low, it wasn’t uncomfortable for my tall frame. Despite having lowered suspension, it didn’t scrape at every corner, just most of them. Despite the short travel suspension and fat tyres, it didn’t wallow through every sweeper - indeed, it handled predictably and comfortably.

The 96ci engine powering the Fat Boy Lo suits the character of the machine. Peak torque is at 3000rpm and the transmission has a relaxing 6-speeds to choose from.
The 2010 Fat Boy Lo is equipped with 17-inch wheels running a fat 140-section front tyre and massive 200-section rear. The paint is Denim Black highlighted by chrome features and it looks tough without being threatening.

This is the best Softail I’ve ever ridden. How much different it is to other recent model Softails I can’t say, but despite having ridden many Harleys in recent years, none have been Softails – I’m impressed with the improvement.
The Fat Boy Lo was easily my favourite of the launch. It suits my preferences when it comes to cruising in the way it rides, it looks simply horn and handled better than I expected. Somehow Harley has also been able to build it cheaper than the stock Fat Boy.

The Lo, at $27,995 plus on roads, is almost two grand cheaper than the standard Fat Boy.