Harley-Davidson FXDX - Long Term Update

Good tidings to the V-Rod - it truly is a magical motorcycle. But look behind the VRSC veneer, and there's still a smorgasbord of lumbering V-twins that are well and truly not passe - the FXDX being one of them.

I say that because the FXDX, or Dyna Super Glide Sport in its extended form, is the latest machine to join the AMCN long-term fleet - well, it's not a fleet per se anymore, with the imminent return of the Honda SP-1. Well, whatever the case may be, the FXDX is the latest kid on the block, and the 1450cc (88 cubic inch) air-cooled 45-degree V-twin is in for one helluva ride.

For those that are still a bit raw in Harley nomenclature, the FXDX belongs in the Dyna family, where - in addition to the pushrod 1450cc donks - all the machines are carbed. Additionally, the engines are rubber-mounted in the frame, which is a steel double cradle with twin rear shock absorbers.

DYNA NEOPHYTE
Before the long-termer lobbed at AMCN, I had only ridden one example of the FXDX - and it had more poke than a Gareth Evans and Cheryl Kernot clandestine gathering, courtesy of a big-bore kit, hot cams, adjustable pushrods, a 45mm carburettor and a 7000rpm ignition module. And of course the requisite freer breathing Screamin' Eagle pipes and matching high-flow airfilter kit.

The machine was given the once over by my erstwhile colleague Rod Chapman in Vol 51 No 15 (where'll you'll also find a detailed description of all the H-D models and codes) and pumped out a hefty 87ps at 7000rpm, alongside a bag full of torque - try 12.4kg-m at 3700rpm.

I became an instant FXDX neophyte on the strength of those bone-crunching numbers alone, which was reinforced during a few short squirts - it was hard to wrest Chappo off the thing.

Obviously, the standard FXDX that's now in our care is not yet in the same peer group, but 52ps (at 5100rpm) and 9.28kg-m (at 3100) still amounts to reasonable outputs for a bog stock engine. But memorise those numbers - they won't be around for much longer!

SUGGESTIONS WELCOME
The big V-twin, priced at $24,950, really does provide a relaxing riding gait, which has been how it has spent its first 1000km in civilisation. Yes, the big girl has just clocked over its first millennium, which means that the running-in period has just about come to an end. Now where's that Screamin eagle' catalogue?

Understandably, it's been a glitch-free ride hitherto for the FXDX, but one thing that has become an instant bugbear is keeping it clean. The pitted cast metal finish provides the perfect environment for road grime to forge a major foothold - especially when riding in the wet - so the only remedy at this stage appears to be to wash the thing after a day in the splash.

As you've probably read in these pages before, apparently the entire AMCN crew - sans the Ed - has an indifference when it comes to a sponge and bucket, so if any readers have any suggestions for keeping an FXDX pristine, please forward them on.

I've also found the rear sidestand a little tricky to hook up with my foot, a view that has been endorsed by my colleagues.

And, finally, the pillion seat is a bit of a nightmare, as I found out after saddling up behind Sam Maclachlan for a short commute. Now Sam's a nice bloke and all, but I probably hugged him more in those few kilometres than I would in a whole year. I just didn't feel comfortable, so an aftermarket seat will probably also feature on the FXDX's shopping list.