1997 Harley-Davidson Heritage Springer
CYCLE WORLD TEST
1997 HARLEY-DAVIDSON Heritage Springer
Proof that history repeats itself, only better
WHEN IT COMES TO SERVING UP NOSTALGIA, Harley has no peer. And even if it did, the 1997 Heritage Springer Softail would be the ultimate countermeasure. Harley introduced its first Softail in 1984, a nostalgic design with the basic look of the classic hardtail chassis, yet offering contemporary comfort of rear suspension. Softails quickly became Harley's most popular line, encouraging further foray into recreating yesteryear. In 1989, Harley's engineering and design departments created a near-exact replica of the Springer fork—last used some 40 years earlier—fitting it to a Softail chassis. Now, the newest addition to the Softail family, the FLSTS Heritage Springer. takes the Softail concept fli Il-circle by faithfully recreating a 1948 Panhead. the last I l-D model to use a springer fork and hardtail chassis. Emulating an old motorcycle isn't that hard to do~ doing it right is very difficult. Look closely at the FLSTS. Its genius is in its details. A ear-like 1 6-inch front wheel, like that of the I leritage (lassie's, was grafted to a springer fork, bitt not without a great deal of work lavished on the design of a floating front fender. It pivots about the axle to maintain concen tricity throughout the arc of wheel travel. The roeketeer running light fixed to the f~nder is a replica of an antique original, its final shape arrived at after a f~w passes through a CAD-CAM program. See the chromed horn cover? it was painstakingly styled to mimic an actual period piece while using the guts of' an Evo Sportster horn. The same holds trite f~r the old-timey tombstone taillight, which was reworked din~ensionally to niect [)OT regulations-this, in turn, resulted in the tooling of a new rear f~nder to satisfy the aesthetic senses of the styling department. The leatherwork is a real show-stopper, what with its equestrian look and t~el of old-world craftsiiiaiiship. The leather’s basketweave pattern wasn’t die-cut from a large field of stamped leather. Rather, each piece was stamped by an embossing tool that’s unique to that particular part. Color-matched leather piping stitched along the edges of the seat and saddlebags ties in nicely with the paint scheme’s wide striping (two Heritage color options will be produced, both having a Birch-white base with either red or blue stripes).
Then there’s the fringe-enough of it hanging about to make even a shaggy dog in dreads feel deficient. And don’t overlook the conchos with tassels that adorn the seat valance and saddlebag flaps, or the chromed grabrail that divides the saddle from the removable passenger pillion. Capping all this off are the cloisonné fuel-tank badges-no tacky peel-up plastic emblems here.
“We’re capturing the essence of the old, but we’re really refining it with modem process and detail,” states Harley’s Director of Styling Louie Netz. “It’s significant that we are influenced by a motorcycle that’s nearly 50 years back into our history. Those mid-’40s motorcycles are still around: revered, restored, preserved and still used to this day. I feel strongly that this motorcycle is going to have just as much significance 50 years from now in 2047. It represents the permanence of this company.”
With a bike such as this, performance is measured more in terms of crowd reaction than acceleration, braking or cornering prowess. Granted, you say, and nostalgia is all fine and dandy, but how does such a faithfully created retro-bike work in today’s world? As a modem motorcycle, the Heritage Springer suffices nicely. Start-up is quick, carburetion glitch-free. Exhaust note is quieter than you might expect from a stock Harley, thanks to the extra fishtail muffler on the left side (the rear cylinder feeds it and the right-side muffler through a Y-shaped header). Shifting action is pure Harley, with a good bit of travel required from the heel-toe shifter dur ing each gearchange. The fivespeed, non-unit gearbox emits a solid thunk with every shift, and on our testbike, neutral was maddeningly challenging to engage at a standstill. Both traits diminished as more miles were logged, however.
As with other Softails, the FLSTS’ Vee-motor is solidmounted in the frame, allowing engine vibration a clear path to the rider. As revs approach 3500, vibration becomes an annoyance. But plugging along under 3000 rpm produces a pleasant, rhythmic percussion as power pulses from the I340cc Twin course through the handlebar, floorboards and saddle. With 66 foot-pounds of peak torque located at 2500 rpm, the only true need to rev beyond 3000 is for making good time on the freeway. Push it up much past 70 mph, though, and the wind blast will soon wear you back down to a more civil pace-l940s-style cop-bike windshields will be popular accessories for Heritage riders on tour.
With no suspension adjustments front or rear, chassis setup amounts to maintaining proper pressure in the 16-inch Dunlop whitewalls. Suspension action is quite good over minor bumps and smooth-edged rollers, but throw a sharp jolt at either end and it’ll pass right on through to the rider. The rear suspension bottoms through dips and over large bumps occasionally when ridden solo, and quite often with a passenger on board. The springer fork also uses every bit of its 4.2 inches of travel when the front brake is applied with vigor. Once the fork hits bottom, the front wheel begins to hop and can lock if brake pressure isn’t reduced. The rear brake is powerful enough to lock the wheel under moderate pedal pressure, while the front system requires a firm, fourfinger squeeze to maximize its use.
And, yes, we could mention the FLSTS’ lack of cornering clearance or the fact that, like all H-D Big Twins, loading up the Heritage with Mama and a weekends’ worth of essentials taxes its 51 ponies, especially if mountain grades and headwinds are part of the festivities. But that would be missing the point. As Willie G. Davidson, himself an owner of a ’48 Pan, says, “The fat-tire Springer is a famous part of our history. It’s the essence of a time period that brings back fond memories to a lot of people. We’re trying to marry that with 1990s handling, braking, engine performance-all the things that make a pleasant ride.”
The importance the Heritage Springer holds for HarleyDavidson is evident, representing the strongest tie to its past yet. You might expect this bike to be a limited-edition model, but plans call for 6600 units to be built for ’97, each carrying a $16,995 49-state sticker price (Californians will pay an additional $300). Retro may be all the rage, but it definitely ain’t cheap, and that’s before you figure in the several-thousand-dollar premiums many dealers will tack onto the FLSTS’ sticker. Still, there’s little doubt that every 1997 Heritage will soon be spoken for, most buyers thinking they’ve paid a fair price for a piece of history-especially when you consider the value of the dollar in the year 2047. □
EDITORS' NOTES
A FEW WEEKS AGO, I SPENT A NIGHT IN A hospital bed, having sustained a mild concussion and a severely sprained left ankle in a roadracing accident. Had the orderly handling my discharge known I'd be trading my crutches for twowheeled transportation once home, he probably would’ve held me for another CAT-scan.
Hey, the way I see it, the doctor prescribed pain killers and advised me to stay off my feet; well, riding the Heritage Springer took care of both. The FLSTS’ relaxed riding position couldn’t have been better suited for my aching bones, and its heel-toe shifter was the saving grace for my bunged-up ankle. I found its spacious folding floorboards reminiscent of those on a wheelchair and the signature vibration of the Evo Big Twin has a certain therapeutic value of its own.
While other people may view the Heritage Springer as the nostalgic gem it is, I like to think of it more as an attractive candystriper that helped nurse me back to health.
-Don Canet, Road Test Editor
HARLEY-DAVIDSON'S NEW-FOR-'97 Springer Heritage Softail has a clever rear suspension with underslung twin shocks, a halogen headlight, dual disc brakes and modern bias-ply tires rated well in excess of the bike's measured top speed. Most everything else, it would appear, is straight from the Truman era.
Technically speaking, much has changed since the days when a Milwaukee V-Twin’s chromed rocker covers resembled deep-dish baking pans. But unlike other manufacturers, who often rely on blackand-white snapshots of long-departed marques from which to glean their cruiser styling cues, Harley needed only to crack open the family photo album, which is exactly what Willie G. and crew have done here. A nice job, too. For a bit more money, though, I’d opt for an original ’48 Springer Panhead, complete with the optional King-Size saddlebags, of course. -Matthew Miles, Managing Editor
NOBODY AT THE MOTOR COMPANY WILL go on record about this, of course, but the Springer Heritage Softail is really nothing more than a well-placed retaliatory strike, revenge on wheels, a not-so-subtle way of saying to Japanese cruiser-makers, “Okay, now top this.”
If retro is what you want, it’s hard to argue with the assemblage of coils and chrome that makes up the Heritage’s springer front end. It may have revised geometry and Teflon bearings, but this thing’s got roots that go way back to 1908. And if you’re into leather, there’s more fringe and tassels here than backstage at the Boom Boom Room.
Of course, the Heritage is old only in appearance. One of the givens in this War of the Retros is that everyone from Harley to Honda has to take styling leads from yesterday’s motorcycles. The difference here is that the Heritage is more than just a copy. Think of it as a re-issue. With improvements. -David Edwards, Editor-in-Chief
$16,995
H-D
HERITAGE SPRINGER
