Letter To Willie G.
Letter to Willie G.
UP FRONT
David Edwards
Willie G. Davidson Harley-Davidson Motor Company, Inc. 3700 W. Juneau Ave. Milwaukee, Wisconsin
DEAR WILLIE, AT THE RISK OF BEING the guy who pointed out that the emperor had no clothes, I’d like to offer a few suggestions about improving Harley-Davidson motorcycles.
Yeah, I know you’ve been doing pretty well over there at the Motor Company the past few years without my help. The latest figures I see show Harley and Honda duking it out for number-one position in the overall U.S. motorcycle market, and when it comes to the over-750cc streetbike segment, well, Harley-Davidson is on top by a wide margin, with something like a 65-percent share. This, from a company that was on the ropes and about to go down for the count little more than 10 years ago. A real Ameri-can-business success story at a time when those are few and far between. At the risk of letting our journalistic objectivity slip a little, it’s fair to say that most American motorcyclists, in-cluding those at Cycle World, are pret-ty proud of what you guys have accomplished.
But.
Let’s talk about some details. As you’ll no doubt read, elsewhere in this issue is a comparison test of three big cruisers, including your Low Rider Custom. We liked it a lot. Except for its rear suspension, that is, which was completely shot, even though the bike showed less than 5000 miles. Even when new, the Japanese-made shocks Harley fits to its bikes are nothing to write home about. Global-sourcing is a good thing, but you went to Japan and came back with dampers that would have been state of the art in about 1975. This may be acceptable on a loss-leader like the Sportster 883, but not on a $ 10,000-plus top-of-theline Big Twin. I know of at least two U.S. suspension firms that would love to have the Harley account; I can provide names if you’d like.
We could also discuss the fact that a 1340cc V-Twin really should make more than 52 horsepower, or that brake feel is as important as outright stopping performance. I’m reminded of the man I rode with for a half-day during 1988’s 85th anniversary ride from L.A. to Milwaukee. At the lunch stop, we discussed his Softail, on which he’d lavished some $1500 in motor work. “I’ve got the engine just about right,” he told me, “next comes the suspension and brakes.” Owner participation is a good thing; I’m not so sure about systems re-engineering.
But let’s table those discussions. Obviously, the rank and file of Harley buyers is satisfied with the product. What I’d like to suggest is a motorcycle that would entice a whole new group of customers, performance-oriented riders who currently are riding Japanese, Italian or German machinery.
What to offer them? Well, four years ago, Harley announced, amid much hoopla and trotting out of CADCAM illustrations, that it was building a VR Superbike racer. The liquid-cooled, multi-valve V-Twin was promptly back-burnered, though I understand development has been stepped up recently. Good. Now, detune the engine to about 100 horsepower for reliability, give it a strong aluminum frame, modern suspension, fat tires and enough bodywork to split the wind without hiding the cylinders. Price it in the Ducati 851 neighborhood (about $12,000), then stand back and see how many you move. The bet around here is that dealers would sell out in short order.
These aren’t the findings of an adolescent magazine staff that worships at the Alter of the Clip-On and Rearset, either. There are as many of us over 40 as under at Cycle World, and Oriental inline-Fours are in a distinct minority among our personal bikes. Peter Egan already owned a Sportster when he recently sold his old Ducati 900 to help finance a new Electra Glide Sport. Nigel Gale, who helps us with photo modeling and testing, is currently leading the points in the AMA U.S. Twin Sports class on his 883 Sportster. And I enjoyed our 1991 project 1200 Sporty so much, I bought it.
But don’t take our word for it. Listen to a reader, Mr. C. Thomas, an engineer currently working overseas in Dresden, Germany. Thomas-a real Cycle World kind of guy-has owned 30 bikes over the years, and now keeps five machines: a Ducati 900SS, a pristine Honda CBX Six, a Kawasaki ZX-11 and two Harleys, a 1200 Sportster and a Low Rider Custom. In a letter to these offices, he wrote about his desire to own a latter-day American Flyer, a revised and redone Harley XLCR Cafe Racer.
“I would love to have an updated XLCR,” Thomas wrote. “I really crave a sportbike with character, workmanship, resale value and longevity. Performance and function alone do not satisfy me. I only keep the ZX-11 because of its power; without it, it’s almost a bore. My hope is that enough people keep nagging and Harley listens, then does something. They’ve certainly done it in other areas. I’ve paid my dues with the Harleys I have. I really enjoy them. I don’t want replacements, but I do want a modern Cafe Racer!”
Look, I know you’re not the only guy making decisions about future bikes over there at Juneau Ave. I’ve met the other principal players in the company-heck, I’ve ridden with most of them, something I can’t say about any other motorcycle company’s executives. But your name goes on every gas tank, and believe me, Willie, we get this type of letter all the time. There are lots of riders like Mr. Thomas out there, waiting-wantingfox: you to build an up-to-date American motorcycle, a modern, performance-intensive Harley-Davidson.
Just thought you’d like to know. □
