2008 Harley Davidson Sportster 883 Oil Pump and Drive Gears
Retro bikes are smokin' hot.
They blend the aesthetics of the bikes of yesteryear with the reliability and functioning of modernistic mounts. The Harley-Davidson Sportster, however, is non a retro bike. It's not a wolf in sheep's clothing. The Sporty is simply one-time, which is either awful or wonderful, depending on what you value. It'southward non a styling practise to pay homage to the past. It is from the past.
The bike
I wrote that previous sentence, of course, as a rabid fan of pretty much all old junk. The Sportster isn't some Johnny-come-lately-with-no-model-history, like a Ducati Scrambler. Nor is information technology just vintage-appearing parts slapped on a new bike, similar a Yamaha XSR900. Alas, it'south not even a modern spin on a once-proud model, like the Indian Spotter. Instead, the Sporty is a verifiably old heap.
The Sporty was officially kicked off in 1957 when Harley'south K received overhead valves and a new proper name. At that point, the Sportster was a hot bicycle, designed to end the ass-boot that riders on British Triumphs and BSAs were delivering to riders on American bikes. The cranky old Ironhead engine soldiered along relatively unchanged through 1985, when the Development unit motor was developed. The Evo powering the 2016 Sporty is fundamentally the same ane Harley served up to the world 30 years ago, and the whole wheel as a package has stayed remarkably true to its original form. The Sportster didn't become slower, the residue of the world just got faster since 1957.
Normally, I don't launch into a model's history this much when reviewing a new motorcycle, but when the whole selling betoken of a bike is its stoically unchanging nature, it sort of seems… of import. The Sportster has had upgrades over the years. Five-speed transmission (1991). Rubber mounting of the engine (2004). Fuel injection (get-go offered in 2004, standard in 2006). Upgraded front ends (the 35 mm fork came along in 1973, and 39 mm front ends were outset used in 1988). Because of this, there is a plethora of aftermarket and OEM parts available to practice whatever your heart desires. Buffet thing? Possible. Dual Sportster? Also possible. Seventies-style long bicycle? Yup.
The test mule I was on was the "Atomic number 26" season of Sportster: 883 cc, 562 pounds, and matte black everything, everywhere. Irons wear 16-inch rear wheels and 19-inch fronts. It'south the all-business concern, blacked-out traditional Sportster that also happens to be purty dang affordable. It's the second cheapest cycle in the lineup. Information technology also boasts one of the stupidest names I remember Harley has cooked upwards to date, backside the Bad Boy and the Crossbones. Iron? I'm pretty sure this cycle does not have a single iron office on it. If it does, it sure ain't a major component.
The Sportster trades on its Mr. Tater Caput nature. If a rider doesn't similar something, he tin just modify it out. Trying to review a Sportster as a modernistic motorbike is not only impossible, information technology's downright foolish. Here's the quickest summary I tin give y'all: If you want an entry-level, American-congenital cruiser that is very good correct off the showroom floor, buy an Indian Scout. If y'all desire to get your hands dirty and alter the snot out out a bike to brand information technology exactly what you want, the Sporty is your machine.
Testing the Sportster
Test-riding a 2016 Sportster is an exercise in determining what items about the bike yous want to change, and what you can live with. The parts of the bike are bulky and solid. The trouble is that the aftermarket — and the MoCo itself — offer items that are vastly superior to almost all the stock pieces in course and function. All you have to do is figure out what you want.
My fourth dimension on the Sporty was in the Mojave Desert of Nevada and the streets of Las Vegas proper. The Sporty was a willing companion on tarmac and gravel. I got blown around on the highway just at pretty high wind speeds (above 35 mph), and ran out of steam on long mountain passes.
Spurg was on a 2016 Street Glide, and we seemed pretty well matched to each other. I'd usually beat him off the line, and he'd catch support and pass me at freeway velocities.
The Evo engine has proven itself to exist dead-reliable mechanically. The 883 cc mill in the Sporty Fe is dimensionally identical to the larger 1200 cc unit that comes in the higher-hire models. Information technology is asthmatic at higher revs, but bright and perky around town, providing enough of fun, even for a tubby rider like me. The only time I felt undergunned was on the highway. I was flat-out at eighty mph, which isn't too bad, just I rarely pass up more power if it's available.
The soft rev limiter kicks in at 6,000 rpm. You won't spend much time there, just the 883 is more amenable to loftier revving than you might think. Our exam unit of measurement was dumping quite a bit of oil all over the front motor mount and spraying to both sides of the engine. I recollect information technology might have been a leaky pressure sender unit, merely I become paid to ride this bike, non wrench on information technology. Yet. (That'southward foreshadowing for the parts series we're doing on this bicycle. I finally got my manner, and can start bolting stuff I'm too cheap to purchase onto a bike I don't have to fund. Life is good here at RevZilla.)
We had some wicked piston slap and lots of valvetrain noise, both of which are perfectly normal on a salubrious Harley. I welcome such a cacophony, but I'm as well sort of a weird guy who appreciates antique designs. You lot say "former-fashioned," I say "quaint."
Even though the 883 is notably more anemic than its big brother, I'd actually recommend purchasing the pocket-size-diameter Iron over a more upscale model. The $2,040 difference in price between a Sporty Iron and the cheapest 1200-powered Sporty (the Custom, at $10,889) is more than than twice what an S&S 1200 conversion kit costs. The conversion gains yous about one-half a bespeak of compression, and yous don't accept to give up all the absurd blacked-out bits on the Atomic number 26.
Plus, an 883 bored out to 1200 cc volition usually blow by a factory 1200 bicycle pretty easily, because they have different gear ratios. If wrenching on your ain sled is a goal of yours, the 883 begins to expect similar a bit of a deal.
Because the 883 is a bit pokier than the 1200, H-D gears it numerically higher, making the 883 experience like it's not slower than the 1200 — until you hit the highway. (The Iron has a 34-tooth front cog, and the 1200 gets 38 teeth. Think, information technology's belt driven, and then that divergence is not as extreme as four teeth on a chain-drive wheel.) Due in function to this, the lack of high-speed capability on this bike is glaringly obvious. This is a sturdy cycle, however. The motor can handle the increased revs.
The five-speed transmission in this bike is heaven to me, but not everyone will like information technology. Harley-Davidson motorcycles clunk into gear with an authoritative air of finality. It may not feel precise or finely machined, merely it sure as hell feels certain. There may not exist grace and finesse, but at that place's also no confusion most making a shift.
Handling on the Sportster Iron is OK. The rear suspension has been redesigned for 2016 and it is better, simply it withal suffers from a completely inappropriate amount of travel and deal-basement parts. The Iron banged me around bad enough to brand me piss blood for a few days. In total fairness, I am far larger than the Sporty'due south intended rider. The forepart stop is not near equally bad; the 39 mm fork is the true cat's ass… for a Harley. It's a good front end if you've only e'er lived with H-D suspension. Information technology's mediocre if you've ridden any more sporting motorcycle.
Still, intent has to be considered. The heaven is the limit when it comes to bringing the blowsy tech into the 21st century. (Well, the 20th, anyway.) Preload adjusters, cartridge emulators, tweek bars, fork covers, lowering kits and more are bachelor to plow an OK front end end into an A-OK front end.
The Michelin Scorcher 31 tires on this bike are best-in-form, as far as I am concerned. This tire is a practiced, modern tire that will hang with all just the very all-time aftermarket options. They stick reliably in all weather, they dutifully go where I betoken them, and because I take all-encompassing experience on this tire on other Harleys, I tin safely say that they last more than acceptably.
Braking on the Atomic number 26 is the aforementioned story as the fork: more than than acceptable if it'south all you lot know. H-D doesn't provide a spec on the rotors, just ol' Lem-lem's skilful with eyeballin'. The front disc is xi.five inches and the rear is 10.5 inches. Upgrading brakes on an Iron tin be done in quite a few ways, but if you're serious, a dual-disc forepart is the way to go. Chopper Guy Lem-lem feels information technology's necessary to mention that Buell and Big Twin front ends literally bolt correct onto a Sporty, so go along your eyes peeled at the bandy see for a whole fork, if stopping fast is important. With that said, the brakes on the Fe are by no ways inadequate. Feel is really quite good from the front dual-pots. The rear two-piston stopper is a bit more vague. Hey, it's a Harley.
ABS is an available option for $795. Rapidly improving ABS systems on all motorcycles have inverse my feelings from "Detest it!" to "As long as I can turn it off for burnouts and dirt," but I know it'due south a big bargain to many, many buyers. I have to recollect that the target audience for this bike, past and large, is a fresh generation of riders who in all likelihood have never spent fourth dimension in a machine or on a bike without ABS. Our bike didn't have it, so I have no stance on it.
You tin't talk about the Sporty without addressing its size. It's fat (562 pounds) and low (28.ix-inch seat summit unladen that drops to 25.7 with a 180-pound rider atop the wee beastie. More than well-nigh the seat and shocks later.) Meagan, the PHL ZLA office manager, stands a towering 4 feet, 11 inches, and she's plenty comfortable atop an Iron. Six-foot Lem-lem is a different story, though. Sure, I could convert to frontwards controls, but I do not want to give upwardly bike control for room. The way to fix this bike for me is to put a larger frame under the Sporty, like a Paughco RS120E with some out and up, but then I'm building a cycle. The reality of things is this: If you're much over 5 feet, nine inches or so, the Sporty feels cramped. The easiest way out of that problem is to buy a damned Dyna. Yes, it costs more. Yes, y'all will feel far more comfortable.
Low seat height, that price, and a powerband that's equally scary equally a puppy ways this bicycle should be in the crosshairs of many outset riders who accept to take a Harley-Davidson. (I recollect this bike is as well expensive for a starter bike, merely I also firmly believe your first bike should be as close to free as possible. I also believe anybody should savor fixing said cycle, which will inevitably suspension. Needless to say, I don't know everything.) Information technology'southward compact, spritely, and not also expensive. Information technology'due south more than a beginner bicycle, but it tin besides be a beginner bike.
Sportster Iron highlights
Information technology is my job to be impartial, only I would exist lying if I said that I e'er am. Every bit such, 1 of my favorite parts almost the Sportster is the mill. This V-twin sounds peachy, is punchy low in the rev range, and tin cruise around in a relaxed, lopey mode when asked. The engine is infinitely tailorable, besides. You tin can add together some uncomplicated commodities-ons to score some easy horsepower, or go a little crazier and turn the Sporty into a straight-up brawler. Pulling a hundred ponies out of a street-ridden Sporty is not peculiarly difficult, and makes for 1 hell of a street sleeper, if you've got the time and coin to do it. You tin can make your Evo a loftier-rev screamer, or just fix it up to be a grunty locomotive on the street. The engine is a chameleon. Properly selected aftermarket parts volition yield a surprising range of options, cementing the Evo Sporty'due south flexibility.
General quality (fit and cease) is always exceptional on these bikes. For a low-rent Harley, the Atomic number 26 is put together with obvious pride. Finishes are deep and well applied, and there's non a flimsy part on this bike. Dissimilar its contest, if you see it on the Sporty, odds are excellent it's a quality piece. Metal switch housings, a metal air cleaner, metal fenders, metallic headlight… the Sporty uses far less plastic than near of its brethren. (Honda, plastic sidecovers? Really?) In that location are plenty of pieces on competitors that experience flimsy, and the Sporty inspires confidence everywhere you touch it. (Discover how dainty the sheetmetal is. Notice the total absence of a pinch weld seam, à la Yamaha Commodities.) This is a bike that will happily take a beating for years.
I as well like the maintenance schedule on these bikes. Change the oil, change the primary fluid, and you lot're done. Spark plugs are a cakewalk. Granted, the Sporty has both master and engine oil that need to exist changed, but the plugs are right near each other. It'southward an easy task. The Sporty has hydraulic lifters. Yous check valve clearances... never. The Sporty's belt is almost maintenance-costless. Practice the oil changes, keep on summit of the bombardment, and toss a set of plugs in it once a flavor, and the bike will final seemingly forever. These are tough little cookies. I believe Lance spent the amend part of the 1990s tooling effectually Puerto Rico on a Sportster that by all accounts was quite reliable.
Sportster Iron lowlights
And then here's the affair. I like Sporties… for other people. This is not a good Lem-lem bike due to our discrepancy in size, merely as I mentioned in the video, there are some aspects of Sportster ownership that are universally awful for all riders aboard them.
The kickoff is the ass-pounding Irons evangelize. The new rear pause is a huge improvement over the old setup, but it nevertheless leaves a lot to be desired. I found it was a sporting ride for my 275 pounds with four adjustment dots showing above the lockrings. I was mostly able to go along anything from dragging through the turns, except for the hero blobs, which are supposed to elevate. That hasn't always been the case with the 2013 Atomic number 26 we kept in the studio for a few years. I wreck every exhaust we put on that affair.
If you programme on riding two-upward, fit taller shocks. The main issue with the stiffness and parts dragging is the sub-ii-inch travel. Subsequently I had preload dialed in, the rear had almost 1 inch to move. It'southward just non enough. For whatsoever reason, the standard tall Sportster suspension hasn't been available for years. At present, every model seems to be a Low, Custom, or some other less-than-usable, slammed-rear model, probably because they look cool and the low seat superlative is a bang-up selling point for many riders. The seat on this bike is beautiful, but not at all conducive to long days in the saddle. The seat and the shocks together paired up to ruin my rear.
Side by side upwardly is the footpeg scenario. These things are like dual-sport pegs, but tiny. They are truly tiny. Worse notwithstanding, there are no passenger footpegs. Nor is there a rider seat. I accept to pay actress to have my wife ride along? This sucks. Oh… and you need to buy more than than a saddle and pegs. You'll be purchasing the mounts, besides. I didn't install whatever, but I accept this sneaking suspicion that the rear pipe has to be removed — or at to the lowest degree loosened — to pop the mounts on. Practiced affair I like wrenching.
Also, I generally wanted more power. There's a million ways to fix that. But I want more. All the same, the amount supplied is not bad, given the fairly low cost of admission. Uh, allow'south go dorsum to that oil leak I mentioned earlier. This cycle was pissing oil. I was personally unfazed. I have H-D's in my garage that are very old machines. Oil leaks are a way of life when the oil container is above the engine, because gravity always wins. But riders without a soft spot for Harleys might be pretty dismayed at my exam unit of measurement puking this much oil with ane,600 miles or so on the ticker. It could have been a simple overfilling situation, but I think it was deeper than that. It wasn't leaking from the breathers. Rather, this bike was leaking up about the oil filter, blowing dorsum onto both cases and onto the front motor mount. I didn't pull the bicycle apart, merely it was a picayune embarrassing for such a new bike.
There are a million things I would change about the Sportster for myself if I had ane. Only, this is the draw of the Sporty. You lot're buying the base of operations for a bike, not a consummate motorcycle. Approach it with that mindset, and the lowlights all seem pretty minor.
The competition
The Sportster ($viii,849 MSRP) competes with a few bikes very hotly, and a few others very loosely. Immediate competition? Yamaha Star Bolt ($vii,990 MSRP), Indian Watch Sixty ($8,999 MSRP), and Honda Shadow Phantom ($vii,499 MSRP) are pretty similar. All are "modest" unit of measurement V-twins built on reasonably small frames for pretty brusk money in the V-twin world. The Indian's the simply other "American" bike (parentheses because globalization), the Yam'due south the only other air-cooled animate being, and the Shadow Phantom is probably the closest to the Iron styling-wise. None of them can avowal the aftermarket support the Sporty commands. None of them tin can offering nigh 60 years of totally unbroken lineage. For near buyers, the final ii facts are probably the just 2 that actually matter.
In a broader sense, the bike probably is also jockeying with some of the "retro" bikes now: the Triumph Mod Classics serial, BMW R nineT, and the Ducati Scrambler. Those bikes are admittedly improve performers and price more than money, only the upmarket 20-something is likely sniffing around them, too.
Determination
I'll never buy this bike. It merely doesn't fit me. I cannot go comfortable on a Sporty that'south built on a stock frame. But plenty of normal-sized people will fit and volition purchase, and bully for them. The Iron is not the all-time wheel in a performance sense, but it is exactly what it promises to exist: more of the same. And I don't mean that in a negative way. The Sportster is long-running, long-lived, reliable, and stable. And while new-bike junkies may not appreciate a bike that doesn't alter, Luddites and tinkerers certain volition.
If you're contemplating purchasing an Fe, empathize it's similar going to the pizzeria and buying pizza dough… for the same toll as buying the whole pizza. It may not exist the cheapest manner to buy a pie, but if you know what you are doing, you'll probably end up with a pizza that'southward exactly the way yous want it.
2016 Harley Davidson Sportster Iron 883 Specs
| Price | $viii,849 |
| Displacement | 883 cc |
| Bore x Stroke | 96.8 mm x 76.2 mm |
| Cooling | Air |
| Compression ratio | 9:1 |
| Transmission | Five-speed |
| Seat tiptop | 28.nine in |
| Wheelbase | 59.6 in |
| Front restriction | Dual-piston |
| Rear restriction | Dual-piston |
| Front tire | 100/90B19 57H |
| Rear tire | 150/80B16 77H |
| Fuel capacity | 3.3 gal |
| Dry weight | 562 lbs* |
*as claimed by the manufacturer
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2008 Harley Davidson Sportster 883 Oil Pump and Drive Gears UPDATED
Posted by: josethring.blogspot.com
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