Harley-Davidson Softail Deuce
Harley-Davidson Softail Deuce
FIRST RIDERS 2000
Good Vibrations
THERE ARE PLENTY OF GOOD THINGS shakin’ at H-D these days. What’s no longer shakin’ (and we mean this in a good way) is the thoroughly updated Softail family— darling of which is the all-new FXSTD Deuce.
At the heart of the Deuce, as with ail 2000-model Softails, beats the counter-balanced Twin Cam 88B engine. This smooth-running 145()cc V-Twin brings a level of engineering refinement previously unheard of to Harley-Davidson.
But the Deuce—so named for being the second-generation of the Softail Custom line introduced in 1986—also sets a new benchmark for factory customs. Getting something this radical into production has been no easy task, says Louie Netz, H-D’s Director of Styling. Netz, who worked very closely with Willie G. Davidson on every aspect of the Deuce’s cutting-edge looks, points out that styling issues often clash with the hard realities of engineering and production. Netz also expressed the importance of creating a shape and form that would “wear” well over the years in a styling sense, while adding that the Deuce is also intended to offer a fresh canvas upon which customizers can craft their own interpretations.
Mission accomplished, say we! With the Deuce comes styling cues you might expect to find only on an expensive one-off custom. Its stretched 5-gallon fuel tank, fully chromed fork and fat 17-inch rear tire are all firsts for a production Harley. The fenders lend a sleek new look and incorporate mounting hardware that’s hidden from view. Then there’s the new taillight, which blends nicely into the rear fender, while downsized die-cast tumsignals complete the clean lighting package. The instmment panel integrates nicely atop the tank, which has a fuel-gauge cap on one side and a single filler on the
other. The steering head and ignition locks now share the same key and the sidestand has been repositioned for easier access. Attention to detail is evident everywhere-—check out the old-timey chromed external oil lines, used only on the 88B series.
Cycle World joined several members of the press assembled in Palm Springs, California, for a ride aboard the Deuce. Start the engine and the significantly reduced level of vibration suggests this is not a Big Twin as we’ve known it. If any doubt remains, simply toe the slopfree shifter. Rather than greeting you with the loud clunk of days past, the engine’s heavily revised transmission and shift mechanism slips smoothly into gear. Likewise, finding neutral has never been easier on a Harley. No false neutrals, either.
Power delivery is creamy, with a good helping of that torquey low-rev rumble for which Big Twins are famous. The true beauty of the counterbalanced engine is its silky-smooth running at freeway speeds. As we left the desert floor and climbed into the mountains, the Deuce took to the sweeping 70-mph curves with ease. Bending the bike into comers requires only a light touch on the low-rise, flat-track-style bar, although quick side-to-side transitions are a bit of work.
As with all the new Softails, the Deuce chassis uses half as many frame parts, yet is said to be 34 percent stiffer than last year’s line. Rolling on a 66.8inch wheelbase, the Deuce remained bedrock-stable, even when crossing over some rather nasty mid-comer bumps. As a bonus, the added width of the rear 160/70-17 Dunlop K591 Elite SP has effectively improved cornering clearance.
With its clean, integrated looks and high level of refinement, the Deuce should prove a popular choice among Harley buyers. With plans calling for some nine different paint options, including two-tones and various pearls, the toughest decision may be choosing a color. —Don Canet
