Harley-Davidson Heritage Softail Classic User Reviews
“Would you buy a Harley-Davidson?” It’s a question
that’s as polarising as asking: “Would you put pineapple on a pizza?”
There simply is no middle ground. However, there’s no denying that
Harleys of the past have suffered from a propensity to be heavy on show while leaving us wanting for more when it came to the go.
Now, though, Harley-Davidson’s taken its engineering
seriously. The new members of the Softail family are lighter, more agile
and have biblical gains in refinement and finesse, or at least
Harley-Davidson says so. So we swing a leg over the Heritage, arguably, a
conjunction between the Softail and Touring range, to see if the
classic aura now has the grit to match.
 |
Harley-Davidson |
Sumo Ballet
Here’s a cute little smart key to something that
weighs about 330kg (wet). It’s a thought that lingers as you get astride
the Heritage Classic. Even in the 685mm high saddle, there’s an
overbearing knowledge that this is a motorcycle with serious mass. But
thumb the starter, ease off the clutch and the weight simply disappears!
Yes, most of the weight can be felt between your legs (no euphemism
intended) but before you’ve even hit double digit speeds, that weight
becomes nothing more than a faint memory. By day two of riding the
Heritage, filtering through peak hour traffic, and the gawking eyes it
comprised of, was a surprisingly stress-free affair.
Is it because of the 17kg weight loss vs the older
model? In part, surely, but that’s also down to the more rigid frame, to
which the engine is solid mounted. Simply put, the Heritage literally
feels better put together, with fewer welds, nuts and bolts, and that
shows when you take it cornering. We spent the better part of 20 minutes
taking the same two corners for our photographer to get the best shot
and each attempt saw this two-wheeled limo get lower, faster! The
footboards scrape quite easily and you only have 120mm of ground
clearance (yes, this will be a problem over speed breakers, especially
if you have a pillion), but you can push them hard into the tarmac
without the motorcycle ever losing composure.
Yes, it does enjoy lean-ins, unlike most laid-back
cruisers, let alone Harley-Davidsons. And then, just when you think the
improved chassis is where the fun stops, in comes the Milwaukee-Eight
107 V-Twin -- a motor we’d lovingly call TJ or Torque Jock. With 144Nm
of torque available by 3,000rpm, the Heritage doesn’t feel bogged down
by its weight in the slightest and there’s bales of grunt to help you
throttle out of a corner. In fact, once you’re confident enough to go
gung-ho in the ghats, the rear 150-section tyre can actually get
overwhelmed by the torque and momentarily lose traction, though
experienced riders can get it back in line with ease.
Journey
But, of course, a motorcycle like this is more Wild
Hogs than Hitting The Apex. On the open road the Heritage is blissful.
The arms do need a mild stretch to reach the handlebars but the ride
stance is relaxed, with your feet placed well ahead of your torso on the
generously sized footboards. On the open road, it’s couchsurfing in
almost a literal sense given how laid back each ride feels. Even the
ride quality is comfortable and deals with smaller bumps and potholes
with ease, with the suspension settling quickly after exiting any rough
patch.
That said, the seat cushioning could be firmer for
better long distance comfort. The stock seat has a touch too much give.
Also, while the Heritage Classic does get a well-sized windscreen
(detachable) there is a noticeable amount of buffeting around 80kmph,
even for riders under 6ft in height. These are, however, small niggles
in an otherwise swell cruiser. The chrome-plated cherry on top, again,
is the engine.
The new 1,745cc motor doesn’t even use rubber mounts
but is damn near vibe-free. Anyone who has ridden a Harley-Davidson
before may have to lift their jaw off the floor because this changes
expectations. There’s no buzzing at idle, no vibrations when you rev it
hard for fast overtakes and no springs in your skin when you stop for a
lemonade break.
And then there’s the torque. It’s ever present and
almost makes you wonder if this thing’s running on diesel. Stay between
2,000-2,500rpm and the Heritage will tackle almost every riding
scenario. In fact, anything beyond 3,000rpm and you can physically feel
the engine hitting a wall. The engine note gets raspy, the strain can be
felt through the throttle, and performance drops like an anvil. This is
a motorcycle for the journey and with 6th gear engaged you can cruise
in excess of 120kmph, with the creamy torque ensuring a calm ride, and
an efficient one at that. Believe or not, even while hovering between
80-110kmph, we managed a highway efficiency of nearly 31kmpl on the
highway and 23.2kmpl in the city! So that 19.1-litre tank can get you a
range of over 500km easy.
Oh yes, and it gets more India-friendly. The engine
heat is barely perceptible, not even half as much as a Street 750 in
similar conditions. It’s also said to be about 11 per cent quicker in
the 0-100kmph dash and off the line, it certainly feels quick. 0-60kmph*
takes a hair under 3 seconds while 100kmph* takes 6.08 seconds
(*tested).
Since the new engine runs a higher compression ratio
(10.0:1 vs the 103 Twin Cam’s 9.6:1) there’s more power to put down
(though Harley-Davidson won’t say how much). But the improved
acceleration is also down to the short initial gearing. So while that
gets you quicker launches and there’s always dollops of torque
available, you do have to work the 6-speed gearbox a bit at low speeds.
Even 30kmph in 3rd is too much of an ask and you can feel the engine
lugging.
The brakes, though lacking in feel (especially the
rear) do offer strong stopping power, with 100-0kmph managed in 48.69m -
nearly the same as the lightweight KTM 390 Duke and just about a metre
more than the Ducati 959 Panigale! (as per our road tests).
Modern Retro
Well, you can, and probably will, kit up your bike
before it’s out of the showroom, but as standard, the Heritage Classic
gets cruise control, an LED headlight with daymaker auxiliary LEDs, an
anti-theft alarm, keyless go and ABS. Nope, no fancy ride modes or even
traction control here, which would be fair to expect from a bike that
costs well over Rs 20 lakh on road.
That aside, it also gets a pretty detailed MID
(though its design does look a bit archaic) which includes a digital
tachometer, two tripmeters, a clock and distance-to-empty readout. You
also lockable saddlebags that’ll hold a week’s worth of clothing
(speaking from experience). The sissy bar and pillion backrest are
add-ons but that aside, there’s little else you’d need to add to the
2018 Heritage Classic, especially if you want to preserve the look.
Maybe add some whitewall?
The Golden Era
The charm of the Heritage Classic remains the same, no
matter what’s changed under the surface. If retro motorcycles are your
thing, it’s sure to click because there’s so much attention to detail in
the design. The oversized mudguard, ironically, fits just right above
the 16-inch front spoked wheel and gets some tasteful chrome detailing.
And the road presence is immense, with a length that’s greater than the
wheelbase of most Indian small cars.
She also looks classier than before with the cylinder
heads, filter box cover and centre panel for the hard tail look now
blacked out. So, the only flash to the sides comes from the exhaust
pipes. Even the rectangular leather detailing on the seats and
saddlebags looks miles better than the old chrome pellets. The styling
truly is representative of how the Heritage Classic, and indeed the
Softail range, is now far more mature.
Come Of Age?
If you want a new-age motorcycle with old-school appeal, the Heritage Classic makes for a well-rounded deal. Harley-Davidson’s merchandise and H.O.G have always been the brand’s primary drivers. With this, the motorcycle now takes centre stage.