TEST: PETE VORST PHOTOGRAPHY: INCITE IMAGES

When I first clapped eyes on the Heritage Classic, I thought ‘fetch my hard hat, police outfit and Indian Warbonnet!’ It deadest looked like a prop from the set of a Village People video clip. But Harley’s Heritage Classic is no prop and, for the sake of all road users, I refrained from donning leather chaps.

The classically styled Heritage Classic 107 resides in Harley’s Softail range but wouldn’t be out of place in the Motor Company’s Touring collection. It’s extremely comfortable, sports a huge screen for wind protection, cruise control and has a very useful set of faux-leather bags.

The Heritage Classic is available in two variations – the Milwaukee-Eight 107 cubic-inch (1746cc) engine variant in four different colour options and, if you’ve got an extra $4000-ish in your skyrocket, the 114 cubic-inch (1870cc) motor in your choice of five different flavours.

The 114 models are in a contemporary blacked-out look while 107 models are blinged up with acres of chrome. With the push towards the blacked-out look these days, the classic styling of our 107 test unit in chrome and Billiard Teal paint is strangely refreshing.

Although I’m a self-confessed fan of the 114 engine, the 107 is still a cracking engine and if you’re desperate for more power there are various stages of engine upgrade one can indulge in. In standard form, the Twin-Cooled V-twin has more than enough clout, 144Nm of clout to be exact, which hits its peak at a low 3250rpm and makes everything from plodding around town to passing rigs on the highway an effortless task.

Every Harley needs an exhaust, but the Heritage needs it more than most. The two-into-two staggered system sounds like a group of people breaking wind and the mufflers look a bit tacky in my humble opinion – Harley probably knows most of them will end up in the bin someday.

For such a large-capacity motorcycle, the clutch pull is reasonably light making the city grind a forearm-friendly task. However, in similar fashion to a few Milwaukee-Eight-engined Softails I’ve ridden in recent history, in both 107 and 114 capacities, the clutch was badly adjusted, which means starting the Heritage in gear has the big chrome cruiser jerking forward and it also makes finding neutral in the six-speed gearbox a frustrating experience. Too many times I cut the engine, found neutral and restarted. There’s no adjustment at the ’bar and the adjustment afforded by the cable adjuster located next to the frame’s front down tube isn’t sufficient to resolve the issue.

The Heritage tips the scales at 330kg with a gut full of fluids, including the fuel in the classically styled 18.9L tank, and cruises along like a big old Cadillac. The suspension is on the plush side, as it should be on a bike designed to make your ride as comfortable as possible, and the ride is mighty comfortable! Sixth gear feels significantly taller than fifth and feels like an overdrive gear.

The Heritage shuffles along at a whisker under its peak torque at 110km/h so roll-ons at that pace are quite enthusiastic. The Heritage comes equipped with an easy-to-use cruise control system that makes highway miles even easier to rattle off. It’s a single-button affair that works and I find it hard to understand why some brands have three or more buttons.

The detachable screen – which reminds me of what the riot squad carries – keeps my body protected, but at 186cm tall it’s not quite high enough and channels air right at my noggin causing plenty of buffeting and excessive noise around my helmet. Shorter riders won’t experience this issue, and will probably also appreciate the low 680mm seat height. Even for taller riders, the riding position is spacious and relaxed, and the floorboards allow you to adjust your footing when you’re feeling the effects of being in the super-comfy saddle too long.

A set of mini ape hangers juts out from the bright chrome triple trees and add a classic look without being so tall that they cause discomfort or turn your armpits into a windswept haven for every highway dwelling insect.

The lockable bags fit more stuff than they look like they should and they feel sturdy and seal well against rain and dust – both of which I encountered in abundance. I have a gripe, and it’s with panniers that a lot of other manufacturers fit to their bikes. A pannier should never require two hands to operate it, and we should be allowed the choice of whether we want to lock them or not. Harley, bless its heart, has supplied bags that require neither. Push a button and they’re open with a pull. Want quick and easy access regularly? You don’t have to lock them to close them like so many others, they could leak like a sieve, and they’d still be a winner in my mind because of these two features.

Like most Harleys, ground clearance is terrible and when you combine big weight with soft suspension and fast sweepers, the Heritage starts to grind its floorboards excessively. The saving grace here is that they are spring loaded, providing some give rather than just slamming into the tar and digging in. On the faster sections, the Heritage likes to get its wallow on, which is exacerbated the more you wind the preload on. It never feels unruly, and you get used to it, and the Heritage seems fine with it and stays stuck to the road like poo on a doona.

The non-adjustable 49mm front fork dives enthusiastically under brakes but if you’re riding the Heritage as a cruiser, like it was meant to be ridden, it is perfectly adequate for the job as is the preload-adjustable hidden rear monoshock. The whole package handles reasonably well if you keep it sensible and, even if you push it, it’ll let you get away with just the scrape of a footboard. A skinny 150/80-16 rear tyre and a low centre of gravity makes changes of direction surprisingly easy, and 130/90-16 front avoids the road-groove-following feeling of skinny-tyred models in the range.

The brakes are okay; sure it’s no sportsbike, but let’s remember it’s a 330kg bike with a single disc at the front – brake earlier! Asking the Dunlop D401 front tyre to hold back almost 500kg of chrome and flesh is more of an issue than braking power, and when you do ask too much of the chubby front tyre the ABS equipped four-piston caliper regulates pressure on the 300m disc and saves things from getting ugly. The front brake feel isn’t great, and I’d be keen to experiment with pads and brake lines if I was the proud owner. Rear brake performance from the twin-piston caliper is powerful, however, and provides the feel the front doesn’t, helped along by the leverage afforded by the car-style brake pedal. The rear set-up is perfect for slow speed work or helping to pull the big unit around high-speed corners that tighten up on you.

Night riding duties are aided by an array of LED lights up front. Low beam is excellent with great penetration and spread, but the difference between low and high seems negligible, and when you’re rolling at night the LED driving lights really come into their own and are a must if you’re riding at speed through the darkness.

Harley’s stale old tank-mounted dash feeds you minimal information – apart from the large speedo, a small and hard-to-read LCD display provides an odo, two trips meters, fuel level, kilometres to empty, a clock and rpm. There are two fuel caps, but the left hander is a dummy, so don’t tear it off like I almost did; use the non-lockable right hander.

Chrome. You associate it with Harleys, but it had never really entered my mind that everything is black these days, and suddenly everything that’s old is new again. Retro is in, chrome is the new black, and Harley-Davidson has really nailed the classic look perfectly.

I wasn’t alive in the days when Harleys rolled with the style the Heritage is emulating. I guess I was even mocking the Heritage with my Village People sing-along, but the Heritage’s looks really grew on me. And then, the more I rode it the more I appreciated its comfort, its laid-back nature and the touring focussed appointments like the bags, wind protection, cruise control and lounge-like seat. There’s no doubt it ticks a lot of boxes, but with a $30,250 start for the Vivid Black 107, does it tick enough?

Well, that’s probably going to come down to whether you love the looks and if you do, there’s nothing else like it in the Motor Company’s range. Now it’s just a matter of picking your engine and flavour. 

ENGINE

Capacity 1746cc

Type V-twin, single cam, eight valves

Bore & stroke 100 x 111mm

Compression ratio 10.0:1

Cooling Air/oil

Fueling EFI

Transmission Six-speed

Clutch Wet, multi-plate

Final drive Belt

PERFORMANCE

Power Not given

Torque 144Nm @ 3000rpm(claimed)

Top speed 199km/h (est)

Fuel consumption 5.67L/100km (measured)

ELECTRONICS

Type H-D

Rider aids ABS

Ride modes N/A

CHASSIS

Frame material Steel

Frame type Dual beam cradle

Rake 30

Trail 140mm

Wheelbase 1630mm

SUSPENSION

Type Showa

Front: 49mm Dual-bending valve fork, non-adjustable, 130mm travel

Rear: Monoshock, preload adjustable, 112mm travel

WHEELS & BRAKES

Wheels Laced steel

Front: 16 x 3.0 Rear: 16 x 3.0

Tyres Dunlop D401 H-D Series Front: 130/90B16

Rear: 150/80B16

Brakes H-D ABS

Front: Single 300mm disc, four piston calipers

Rear: Single 292mm disc, twin-piston caliper

DIMENSIONS

Weight 330kg (kerb, claimed) Seat height 680mm

Width 930mm

Height 1370mm

Length 2415mm

Ground clearance 120mm

Fuel capacity 18.9L

SERVICING & WARRANTY

Servicing

First: 1600km Minor: 9600km

Major: 17,600km

Warranty Two years, unlimited km

BUSINESS END

Price from $30,250 (ride away)

Colour options Vivid Black, Billiard Teal, Deadwood Green and Vivid Black, or Midnight Crimson and Stone Washed White Pearl

Contact harley-davidson.com/au