SO LONG, OLD SPORT MASS APPEAL
2022 Harley-Davidson Sportster S
While this is the biggest overhaul yet to the manufacturer’s classic Sportster range, the US$14,999 bike still retains the stumpy, angry personality that made it such an icon.
The latest version is about as big a deviation from traditional Sportster thinking as you can get, substituting the long-serving air- and oil-cooled pushrod V-twin for the new Revolution Max 1250 liquid-cooled motor. The latter is the same power plant that was introduced on the Pan America, but with torque moved further down the rev range and a slight power reduction to better fit the cruiser aesthetic. The 120hp output is plenty for such a small machine, but its unwelcome heat detracts from the ride experience.
The rear suspension’s range of travel – all of five centimetres – is another oversight, as larger bumps pose a real threat. And while the Sportster S, with its stiff ride, hustles through twisting roads with relative ease, its limited ground clearance means cornering becomes an additional concern.
It’s easy to see that Harley-Davidson is going after a fresh crowd with this bike, and while this new iteration is a bit rough around the edges, we’re happy to watch the brand branching out and challenging its own status quo – not exactly something Harley is known for.
The retains the stumpy, angry personality that made it such an icon.
Glancing at the specifications sheet for the new BMW R 18 Transcontinental, one finds it hard not to raise an eyebrow in suspicion. The model is big. Really big – bigger than however big you’re thinking right now. But even weighing in at 427kg full of fuel, this US$24,995 motorcycle offers an experience that’s as close as one can get to a flying carpet – but only when brought up to speed.
Unfortunately, even the massive hunk of crafted aluminium that is its 90hp, 1,802cc flat-twin motor is not enough muscle for a bike this size, especially factoring in the likelihood of two riders and all the cargo that’s meant to be stored in the 57-litre top case and 32-litre side bags. In our opinion, output needs to be increased by at least 30 per cent for the model to live up to its true potential.
The machine’s superb promise is hinted at by an auto-sensor that can tell how much preload to automatically set on the rear suspension, as well as BMW’s optional radar-assisted Active Cruise Control. With the fork mounted behind the steering head and the steering angle steepened, the Transcontinental will work through tight spaces, assuming some forward planning from the rider.
Also noteworthy is the Tesla-like 10.25-inch TFT display complemented by a new sound system from Marshall Amplification. The dash, however, does not offer Apple CarPlay or Android Auto capability, so pairing phones and using navigation requires more effort than might be expected. Other elements lost on us are the flimsy passenger-seat attachment and a gearshift location – just behind the left cylinder – that leaves little room for anyone with large feet. Intended to go toe-to-toe with Harley-Davidson’s heavyweights, the R 18 Transcontinental has the aesthetics and engineering to make it a solid contender, but a few miscues have prevented BMW from squarely landing its punch.