Wouldn’t it be great if you could convert an SUV into a Corvette in 60 seconds? That way you could have a vehicle to haul all the kids to the soccer field and have a sports car at other times.
The idea of a “convertible” Harley, one that could be easily switched between a utility vehicle and a bare-ass naked bike, is not new. The people at Harley-Davidson conceived and executed this concept back in the 1980s with the FXR Convertible model. Sales didn’t support it so it was eventually dropped. Today—thanks to the generous offerings of the P&A catalog—we have the option of creating our own do-it-yourself
convertible in numerous configurations; we don’t have to accept the factory’s interpretation of something that may not fit our own individual tastes.
The FXR had a rich legacy of smoothness, power and handling. Smooth because of its three-point rubber engine isolation; power due to its relatively light weight; and handling because of its excellent chassis and sporting steering geometry. The FXD Dyna continues that tradition. The Dyna uses a two-point mounting system, one that allows the rider to feel a little more of the engine’s shaking at lower engine speeds, adding a delightful touch of mechanical presence. It retains the classic twin shocks and the “invertebrate” styling, which keeps the skeletal frame hidden behind the machine’s individual components hanging on the outside.
Any one of Harley’s five FXD models is a perfect candidate for the convertible treatment. For those riders who want the stark minimum in mechanical encumbrance, the FXD Super Glide is clearly the prime choice. The simplest and most basic of Big Twins, it offers a blank tablet for owners who want to doll it up with personal or customizing touches on a rock-solid foundation.
The Dyna Super Glide, a true minimalist motorcycle, has an MSRP of only $12,395 (black) and is the least expensive Big Twin; with a claimed dry weight of 632 pounds, it’s also the lightest. Combine that with its 92 pounds feet of torque (at the crankshaft per SAE J1349 measurement) and you’ve got the highest performance potential of any Harley in a very basic package.
Basic isn’t necessarily bad. The FXD’s incredibly lively acceleration and nimble handling make it a fun and relaxing motorcycle around town and on the open road. And it looks sporting, with its single seat and stripped, bare-bones appearance. In fact, it would be a shame to burden this performance dynamo with all the trappings of domestic chores, shrouding its nudity like a tarpaulin over a Playboy centerfold ... which is why Harley’s Detachable line of accessories is so appealing. After all, that tarp wouldn’t be so bad if we could just strip it off in a heartbeat.
Considering the minimalist nature of the Dyna, I elected to keep the travel accessories to a minimum as well. When it comes to packing for a trip, the bare essentials would include saddlebags, a sissy bar and a sissy-bar bag. For long-range comfort, we would need a good two-up seat. And for protection from the elements, a windshield. Beyond that, it’s all in the eyes of the dreamer. In addition to Harley’s P&A catalog, there are catalogs from Drag Specialties, CCI, Biker’s Choice, J&P Cycles, Küryakyn and V-twin, to name a few of the largest. The options seem limitless.
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American Rider
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Of course, the beauty of Detachable gear is that you can convert back to a naked machine in a jiffy. Indeed, it takes less than a minute to remove everything, although it takes a couple of minutes to carefully line it up and snap it back on. Once it’s all mounted, there’s no limit to the possible destinations.
That “once it’s all mounted” comment doesn’t address a day’s worth of struggle to get all the mounting hardware attached to the vehicle (see sidebar on page 32), and several consultations with Harley’s reps to figure out all the kits that were needed. If you live close to a dealer, you can be more casual about the ordering process; however, if access to a local dealer is a problem, then you will need to be meticulous in ordering the kits, sub-kits and mounting hardware. Make one mistake during this process and you may find yourself stalled in the middle of the installation.
The windscreen does not require any docking hardware because its brackets attach directly to the shield. Four clamps with over-center latches clamp the assembly onto the fork legs—two clamps on each leg. This is my favorite screen mount, by far the cleanest and best of any H-D windshield system in my opinion.
All Detachable sissy bars mount the same way, snapping on and off docking hardware. The Detachable Leather Saddlebags share the same docking points front and rear (which adds a little complication when installing the hardware) and there’s a very sturdy third brace that attaches to the top shock mount. It’s a little tricky to get all three points aligned when mounting the bag, but once anchored in place a spring-loaded latch on the rear mount locks the bags securely. Of course the seat attaches with the single, traditional Phillips-head screw.
Although I passed on a rack, most riders will quite sensibly add this useful cargo mount. Several H-D P&A chrome racks are offered, priced from $105.95 to $149.95. To carry a passenger on the Super Glide, you’ll need to add passenger foot-rests. The chrome pillion peg kit sells for $129.95, plus pegs.
All this gear doesn’t seem to affect the FXD’s ride and handling—except for the windshield. Like anything that’s bolted to the fork, it causes the fork to fall in during low-speed cornering. At normal road speeds it isn’t as noticeable, but if you want to enjoy the Dyna’s neutral steering qualities for some high-speed sport riding, you’ll want to remove the shield.
Adding to the Dyna’s precise steering is the new 49mm fork with dual-rate springs. With a 29-degree rake and 4.7 inches of trial, the Dyna responds to steering inputs quicker than any other Big Twin. It rolls into turns with precision and remains neutral in the corners. Damping qualities are quite good; probably better than any stock Harley, giving a supple ride. The fork’s 5 inches of travel soaks up road bumps with ease, whether it’s a series of ripples or larger pavement creases. If only the rear shocks were as good; while adequate, any road irregularities will be felt at the rear, not the front.
Even during a little high-speed backroad riding, the Dyna’s single-disc front brake delivered sure and competent braking and never faded. The front four-piston caliper responds to hand pressure in a linear fashion; the amount of lever pressure for given amount of braking force has never been lower compared to previous Dynas, and feedback is reassuring. The Dyna is one of those motorcycles that does not react strangely to braking while cornering—it doesn’t try to stand up; instead the Dyna remains on course.
I didn’t spend much time on the stock seat, so all I can say is that its bucket shape locked me in one place, which I didn’t like, and it was fine for short trips around town. I suspect, however, that it would not prove to be an ideal all-day perch.
My experience with the Tallboy seat on day-long rides was all positive. This seat is specifically designed for taller riders. It positions the rider almost 2 inches rearward and 2 inches higher than the standard seat, adding extra
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