Role Reversal
ROLE REVERSAL
CW COMPARISON
HARLEY-DAVIDSON SUPER GLIDE vs. HONDA AMERICAN CLASSIC EDITION
WHEN IT COMES TO CRUISERS, THERE ARE certain givens: We all know that Harley-Davidson, the company that builds the stereotypical cruiser, sells every last motorcycle it produces. We know that since the early ’80s, Japanese manufactures have tried to tap into that lucrative Harley market with their own American-style cruisers. And we know that while most of those have been functionally superior to Harley’s models, they’ve always lacked that certain something.
We also know that Honda is making another run at the cruiser market with its most focused effort yet, the Shadow American Classic Edition. And that raises the obvious question: Is the American Classic the Real Thing, or just a blasphemous Harley knockoff?
That’s what we didn't know.
We got our answer in the most logical way: by testing the American Classic Edition-commonly referred to as the ACE-back-to-back with its most comparable model in the Harley line, the FXD Dyna Super Glide. In addition to the obvious visual and mechanical parallels, both bikes retail for under $10,000. Depending on paint scheme, the ACE ranges in price from $8999 to $9499. At $9995, the base FXD Dyna Super Glide is the Motor Company’s lowest-priced Big Twin. (By virtue of its optional and more expensive Burgundy Pearl Candy paint, our example retailed for $10,070.)
The original Super Glide-the 1971 FX 1200-was a real factory custom. It united the frame and running gear of the FL series with the lighter, sportier XL front end. It bore a red, white and blue “Sparkling America” color scheme, and had a contoured fiberglass tailsection. The 1995 Super Glide is H-D’s Big Twin price-leader; as such, two-tone paint is not an option, there’s just one front disc brake and the engine has a bare metal finish.
By comparison, the newly introduced American Classic looks very flamboyant. According to American Honda, the ACE’s styling influences were rooted not so much in current Harleydom, but in the home-built American customs of the 1950s and ’60s. Whether you believe that or not, the ACE, largely based on the still-available Shadow 1100, succeeds like no other Japanese cruiser before it. Every component, from its ultra-wide handlebar, teardrop gas tank and beautiful finish to its restyled engine externals, laced wheels and staggered exhaust, has a classy custom veneer.
But as any Flarley enthusiast will tell you, there’s more to a successful cruiser than exterior style. So, in a bid to duplicate the charismatic feel and sound of H-D’s 45-degree VTwin, Honda engineers adopted a single-pin crankshaft (the standard Shadow orients its two crankpins 90 degrees apart). Compression was reduced half a point to 8.0:1, and cam timing was recalibrated to move peak power from 5500 rpm to 4500 rpm. Also changed was the four-speed gearbox, which received another ratio, and the old two-point soli engine-mounting system, which was replaced with six rub ber mounts.
Cosmetically, Honda reshaped the engine’s bolt-on cylinder fins, restyled the cam covers, painted the cylinders and heads black, then polished the edges of the fins. As evidenced by the blacked-out radiator located forward of the engine, liquid cooling has been retained, as have the Shadow’s 1099cc displacement and twin 36mm Keihin carburetors. Each cylinder head has one overhead camshaft working in conjunction with three valves-two intake and one exhaust-and dual sparkplugs.
Unfortunately, sound and feel are not always indicative of hot-rod engine performance, especially in the case of the ACE. Whereas the Shadow 1 100 produces nearly 59 peal horsepower and 69 foot-pounds of torque, the American Classic churns out 44 horsepower and 61 foot-pounds of torque. As a result, the ACE is sluggish, especially at lower rpm, and too high a gear or a less than fully warmed engine will cause the bike to buck and kick when throttle is applied. Conversely, the lower-tech, two-valve, air-cooled Harley simply plugs along, unaffected by gear choice or warm-up time.
Performance testing upheld our seat-of-the-pants impressions. With 51 horsepower at the rear wheel, the Super Glide spanked the American Classic in every category. In the quarter-mile, the Harley crossed the line in 13.70 seconds, nearly a second quicker than the Honda. Zero to 60 mph came in 4.7 seconds, while the Honda required 5.7 seconds. And in top-gear roll-ons-a true indicator of real-world performance-the FXD also came out on top, accelerating from 40-to-60 mph in 4.4 seconds and 60-to-80 mph in 5.4 seconds. The ACE, meanwhile, required 5.2 and 6.6 seconds, respectively.
Tuned-in vibration-the byproduct of the Honda’s new single-pin crank-is readily apparent. Indeed, the ACE’s engine is a real shaker, especially at lower speeds, where vibration is present through the tank, footpegs and seat, less so through the rubber-mounted handlebar. The Super Glide’s 1340cc, pushrod V-Twin quivers and quakes, too, but there’s plenty of torque and flywheel to chug around town in fourth or fifth gear. Both bikes smooth out considerably at highway speeds, yielding a surprisingly pleasant ride.
Curbing the Harley’s vibration is its Dyna chassis, with a steel-backbone, double-downtube design and two-point rubber-mounting system. At 62.6 inches, the Super Glide’s wheelbase is the shortest of any Dyna-framed Harley (the American Classic measures 65.0 inches between axles). Combine that fact with a 28-degree steering-head angle, and the FXD offers a comfortable balance between maneuverability and straight-line stability. Whether needling through congested traffic or cornering at higher speeds, steering remains neutral, consistent and precise.
This is not to insinuate that the 592-pound Super Glide is a paragon of handling. Neither its suspension nor its ground clearance will allow such contentions. The non-adjustable 39mm Showa fork does a pretty good job of soaking up roadway imperfections, but would benefit from firmer springs and improved damping control. The spring-preloadadjustable Showa shocks are not so good. They provide 4.1 inches of travel and their quality of damping is low. As a result, the force of rear-wheel impacts are transmitted directly to the rider.
Sadly, the Honda’s suspension is equally deficient. The softly sprung conventional 41mm Showa fork sags though nearly half its travel under the bike’s own weight and bot-
toms easily. Poorer yet are the six-way, spring-prcloadadjustable shocks, which deliver a harsh, spine-pounding ride regardless of the circumstances. On a positive note, shaft-drive effect is all but imperceptible.
Despite suspension shortcomings, the ACE’s greatest backroad hindrance is ground clearance. Its footpeg feelers smack down with annoying ease, although these fold, and maintaining a sporting pace is possible. But steering is slow and deliberate, and the rubber-mounted handlebar adds an impreciseness not associated with the narrower, more nimble Harley.
Neither machine wears premium-quality brakes. Of the two, the Honda’s cross-drilled, 12.4-inch rotor and twin-piston caliper offer the better, if somewhat spongy, action. Harley’s 11.5-inch castiron disc and single-piston caliper are less efficient and require a vigorous squeeze at the lever to stop the bike quickly. Favorably, both bikes are equipped with effective rear disc brakes.
As with its front brake, the Super Glide’s cableactuated clutch requires the kind of hearty effort tantamount to squeezing a tennis ball. Similar grievances were leveled at the notchy ignition switch and less-than-fluid manual choke located Sportster-like under the left side of the 4.8-gallon gas tank. The ACE’s switchgear, throttle, clutch and brakes are just the opposite, which is to say cleanly designed and extremely light-effort.
Simply put, the American Classic Edition is a beautiful motorcycle. Fit and finish is sensational, and the bike’s sub$10,000 suggested retail remains several thousand dollars less than a comparatively appointed Harley-Davidson Fat Boy or Springer Softail. Unfortunately, it still lacks the elemental qualities that make a Harley so enchanting. As a result, the ACE is a qualified success; aesthetically pleasing but functionally misguided.
The Harley Super Glide, for all its tradition and charm, is crude and unsophisticated. For proof, look no farther than the non-unit transmission and weighty castings and forgings.
Still, it outperforms the Honda in acceleration, top speed and even braking. It commutes and cruises well, and outfitted with a windscreen, saddlebags and a bedroll to lean against, the FXD would make a splendid touring companion.
The irony in all this is inescapable. In the past, Japanese cruisers have been functionally in front of Harleys, but light years behind in terms of style. Now comes the Honda ACE, which-depending on your own particular sets of aestetics-is arguably a more stylish cruiser. It’s just that by any other standard, the Harley Dyna Super Glide is unequivocally the better motorcycle.
HARLEY-DAVIDSON DYNA SUPER GLIDE
$10,070
