While approximately 50 percent of the attendees are still astride touring rigs, motorcyclists of all stripes are welcome. This year's rally boasted 40, registered participants, but not all those who attend the festivities bother to register, meaning the actual attendance numbers should be higher. Our man-on-the-street eyeball poll determined the breakdown of non-touring bikes to be 50 percent Harley-Davidson, 30 percent other cruisers, 15 percent sport bikes, and 5 percent other bikes dual purpose bikes, trikes, and vehicles that defy description.
Not surprisingly, the bikes getting the most attention--in the sea of approximately 16, Harleys and cruisers--were the customs. Only once during the week did someone another Convertible owner comment on the Convertible's appearance.
The FXDS' blue pearl paint was pleasing to the eye, but the bike's average looks would benefit from a custom touch or two. Our first stop of the rally was at the Harley demo ride site one of seven manufacturers present. Using the magic words "magazine, test bike, and photo shoot," we returned to the motel with a hex key and removed the windshield. If Harley would include tool kits with their bikes, we wouldn't have needed to resort such treachery just to feel the wind in our face.
The entire windshield removal operation took less than two minutes. Remounting the windshield took a little longer and required some care around the cables and brake line. In the array of bikes crawling their way up and down the strip, the Convertible's around-town character was congenial--as long as the engine was warmed up. The bike was stable at low speeds, and the three The soft front end dove under braking, and the rear suspenders delivered sharp jolts over square-edged bumps at any speed.
If the engine was cold, particularly in the mornings, the FXDS spit and coughed and shuddered like a two-pack-a-day smoker after climbing five flights of stairs.
Full choke was required for more than five minutes in around-town stop-and-go traffic before the engine finally settled down. When the engine was hot, the bike frequently backfired as it was started. Americade is not just about the demo rides or the vender area or the music or food or strolling downtown Lake George checking out the machinery or even talking to other bikers.
We went to Lake George for all those things, but we also went to Lake George to ride. Americade has long enjoyed the reputation of being one of the best organized rallies in the country. Every day had no less than five guided, three unguided, and six self-guided tours through the rolling countryside of the Adirondack region. On back roads, the FXDS was an enjoyable companion, provided it was not asked to do too much, too quickly. As our measured The degree rake resulted in responsive steering and an agile feel, but the softly sprung 39mm fork and harsh rear suspension that would hammer the rider with too much compression damping while not damping the rebound enough made their unhappiness with mid-corner bumps all too clear.
In smooth, sweeping corners, the Convertible offered plenty of ground clearance with which to play. Riders who like to swoop on anything but the smoothest roads will want to invest in some heartier suspension components. Our forays into the urban jungles of Manhattan and Los Angeles were not as pleasurable as our rural meanderings through Pennsylvania and upstate New York.
Cruising at about 70 mph down Manhattan's West Side Highway with cars on all sides, we were startled by the sound of metal on pavement--followed by horns and well meaning car drivers who weaved all over the road as they gestured wildly at the back of the bike telling us what we had already surmised. A mere 90 miles after the retaining knob had last been tightened, the left saddlebag made a run for it, taking all its contents with it.
Returning to the scene ten minutes after the fact, we found the carnage strewn across three lanes of traffic. Utilizing the Convertible's flashers initiated by pressing both turn signal buttons at the same time we slowed to a crawl before stopping to rescue a mortally wounded Vanson jacket. The Convertible was unceremoniously parked in a Chelsea garage and summarily returned to York two days later.
In Harley's defence, this saddlebag incident is the only one we know of, and we've asked around. Editor's note: Since this was printed in , several other Convertible owners have reported similar problems. The test bike loaned to us upon our return to LA did little to ease the hard feelings between us and our previous FXDS. Even in mid-day summer temperatures, the engine refused to run smoothly without an extended warm-up.
The suspension felt harsher on the broken city pavement than our east-coast loaner. Unless there was a need to ride it, the Convertible was generally passed up for other bikes.
The Convertible seems to be a good idea that fell victim to a few basic flaws in implementation. Jetting changes or installing Harley's terrific electronic fuel-injection system would remedy the rideability problems. A new bag-securing system is only a little design time away. The suspension can be improved with a quick trip to the aftermarket.
What bothers us most is that these problems should not be present in a 15,dollar motorcycle. Until some changes are made, the Convertible will remain one of the best ideas we'd aren't rushing to buy. High Points Windshield and bags easily removable Rubber mounted engine Good ground clearance. Low Points Cold-blooded engine Tall windshield obscures view of road Bag mounts may loosen. First Changes Find better way to secure bags Trim wind shield to suit your height.
The extended interstate drone in a variety of weather, traffic, and road surface conditions had me impressed with the Convertible's flexibility. Although too tall, the windshield kept me dry in the rain, the bags kept my gear dry, and everything came off the bike easily, allowing me to ride an unfettered bike down the strip to dinner.
Only the bike's cold bloodedness took some of the shine off the package at Americade. However, the Convertible's stock plummeted as I risked life and limb picking up the remains of my favorite Vanson jacket which had been dragged almost a quarter mile down the road by who knows how many cars and had to write off all the other contents of the suicidal saddlebag.
Still, I debated a 3 or a 3. What finalized my decision was the cold blooded and downright orneriness of the Convertible we rode in LA. I like the idea of a bike that converts, in no more time than it usually takes to check oil level, from touring rig to naked boulevard machine.
The seat didn't bother me, and I've even become kinda fond of the feet waaaay forward riding position offered by the highway pegs. If the folks at H-D make a couple small changes--jetting and bag mounting, specifically--the utilitarian nature of the FXDS would move it up near the top of my list of do-everything cruisers.
Maybe I had unrealistically high hopes, but the Convertible was a disappointment. The concept of a bike that quickly makes the switch from cross-town troller to cross-country speeder is an appealing one, but the execution left me cold. The windshield, though offering good wind protection, was too high and got in the way of the instrument controls.
The saddlebags look deflated unless full. The saddle, at least on the bike we had in California, was uncomfortable, and the engine took inordinately long to warm upand still felt like it needed some more. The first time I rode it, the rear suspension, reacting with an amazing noise to a bump I ride over every day with little drama, hammered me so hard that it probably shortened my spine.
Evans tells me that the bike he picked up back east worked much better. Judging by the fact he came back smiling, it must have. Source Motorcycle Cruser. Home Manufacturer Contact. From Highway to Boulevard in 3. Contact Terms of Use Policy Links.
Make Model. Bore x Stroke. Cooling System. Air cooled. At least the saddlebags are easy to remove by unscrewing a large knob some say too easy--they have been known to fall off ; but removing the windshield requires an Allen wrench.
H-D has far more convenient and better looking detachable windshields in their Accessory Catalogue, and one of these should be fitted to the Convertible. Better designed, all leather, saddlebags would also be a welcome improvement. Unlike virtually every privately owned Harley on the street, this machine was literally box-stock.
Almost all Harley-Davidson dealers recommend at a minimum re-jetting the carburetor, and installing a Screaming Eagle low restriction air cleaner and Screaming Eagle slip fit mufflers, at the earliest opportunity. But this Convertible's Twin Cam 88 88ci, cc motor was completely stock. The Twin Cam 88 is a beautiful motor. Just about every part that could be chromed is chrome, and the edges of its black cylinder fins are highly polished.
No motor from any other manufacturer can match its appearance, and few V-twin cruiser motors can match its performance. The Twin Cam 88 has definitely extended Harley's lead in the cruiser class. The Dyna Convertible is a big bike, with a Due to its low center of gravity, it handles better at low parking lot speeds than one would expect. It is easy to maneuver in city traffic, even with a passenger onboard. Actually, the Convertible is not particularly heavy when compared to other cruise-tour and touring motorcycles, and it is definitely one of the sportier bikes in this class.
Starting the Convertible is the same as starting any other Dyna Glide model. The ignition switch is below the right edge of the seat, just behind the battery a somewhat unhandy location, but one gets used to it. For cold starts, there is an enrichener mounted on the left side beneath the gas tank and between the cylinder heads. I always let any motorcycle warm up before I ride away, and I encountered no problems when I snicked the Convertible into first gear and eased out the clutch.
Like all Harley big twins, the Convertible's 5 speed transmission shifts with a noticeable clunk, but it shifts reliably. The clutch lever requires a fairly high level of effort, but it should not be a problem for a person with normal hand strength.
Harley has the best shaped clutch and brake levers in the business, and they are very comfortable to use. It is certainly easier to pull in the clutch lever on this Convertible than it was on the Evo-engined Super Glide I rode around Oahu last year.
I am happy to report that the stock Twin Cam 88 motor is tractable, has plenty of punch, and runs smoothly, even in its EPA mandated configuration. An identical stock TC motor put out This engine builds torque from very low in the RPM range, which makes stop and go city driving a breeze.
There is little chance of inadvertently stalling the engine, even two up on a loaded bike. The brakes worked perfectly, with plenty of stopping power and good feel. Soon we were out of Las Vegas, and on the road to Red Rock canyon.
The two lane desert highway gave us the opportunity to pass some slower moving cars and trucks. I found that the Twin Cam 88 motor had brisk acceleration, enough that I had to be careful not to run up "Ruby's" back fender when I rolled on the throttle to follow Rocky around a slower moving vehicle. I would estimate that a Twin Cam Dyna Glide has about the same roll-on acceleration as a stock Sportster. The quarter mile times on my Motorcycle Comparison Charts tend to verify this: Even two up, the Twin Cam 88 Convertible has plenty of passing power.
It's fun! We passed signs along the road warning us that there are wild burros in the area, and there really are. We saw some near the highway. Soon we reached the turn-off that took us to the park headquarters for Red Rock Canyon. There is a small, but interesting, park museum there that is worth seeing. By the time we rode away from the air-conditioned park headquarters to tour the canyon, the heat was building, and we were glad for the oversized white shirts we wore over our motorcycle jackets.
This is a trick I learned from Rocky and Gordon, who had recently completed a mile Iron Butt ride in this area. The long sleeved white shirt reflects a surprising amount of heat, leaving you much more comfortable than you would be otherwise.
The narrow, undulating, and very twisty road through Red Rock Canyon not only provided spectacular views of this scenic area, but also provided a chance to test the handling of the Dyna Convertible. It was not found wanting. Due to its size and weight, it will not flick from side to side like a sport bike, and it requires more handlebar pressure than a sport bike does to initiate turns. But the bike holds a line and carves a turn in grand style if the rider sets it up right in the first place.
The new, more rigid, joining of engine and transmission in the Twin Cam 88 motor no doubt contributes to the bike's solid feel. Rocky and I traded bikes at one of the many scenic turnouts, and he agreed that the Convertible handles well.
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