The throttle was almost wound tight, trying to keep up with the five or six riders ahead as we blasted up the ramp to the freeway, snatching Fourth gear as we cleared the ramp and blended into the end of the morning rush hour. Fifth gear was an easy click of the left boot as we settled in for the short jaunt down the 5 freeway. We were heading south out of San Diego, California, where we had been formally introduced to the '07 lineup of Harley-Davidson motorcycles. Our destination was three or four exits away, a nice twisty road up into the mountains around Palomar to the east of San Diego. With the morning traffic thinning as we moved easily through the minivans and late-delivery trucks, we visited Sixth gear for the first time-yes, Sixth gear. We were only in Sixth gear long enough to give a quick glance at the speedo face to see the lighted numeral six. But still, we let the left boot feel the shifter, checking to see if maybe there was one more gear hiding in the new Softail transmission; there wasn't.
For those who didn't pay attention to last year's '06 model lineup, six-speed transmissions were introduced in the Dyna family. There were a number of other improvements to the line, including a stiffened frame and a new set of Twin Cam engine cases that featured hidden oil-line connections back to the under slung oil tank. There was a new primary-drive setup, with an automatic chain tensioner and compensating sprocket arrangement, along with a greatly stiffened set of primary covers that now boasted six mounting bolts to the engine and 13 bolts fastening the new outer primary cover to the inner housing. Gone is the inspection cover from the middle of the outer primary cover, and also missing is the starter jackshaft because of the new starter and ring gear assembly. Why are we telling you about all of last year's improvements now? These and even more improvements are now standard across the Big Twin roster. The entire touring and Softail lines now proudly carry these new upgrades, plus more.
The biggest news is the new Twin Cam engine that now features a studly 96 cubic inches of displacement, brought to you by the installation of a stroker crankshaft right out of the gate. This stroker crank assembly with newly designed connecting rods and pistons was the basis for the 103 cubic-inch engine of Screamin' Eagle fame. Now the stroker wheels are standard. To reach the 103-inch area, all you need to do is drop in a big-bore kit, and you're there. One of the reasons for the big arm in the crankcases was time. Time being the ultimate perishable was the governing factor. Riders didn't like their babies spending overnight in the local dealer's service department waiting on the 103 package. Sales were slow or lost due to the time needed to R&R the engine so the stroker wheels could spin the rear wheel. Now, in just over half a day and a wack to the wallet, you can roll with the big-inch boys. The plus side is that the baby comes home where it should be.
The 96-inch engine is available in two configurations: the A model, which is slotted into all Dyna and touring models, and the B version, which fits the Softail line very well. A couple of models went south, while a few more were introduced. In the Softail line, there are eight models. The touring line has eight models as well, and there are five Dynas, five V-Rods, and eight Sportsters. This year will see four CVOs, four special-edition models and five police models. That's a lot of models. New to the special editions is a special military model that will be available for the five branches of the armed services. Each of the military models will be distinguished by a gas-tank medallion honoring each branch of the service. The military models are offered to any active or retired military person.
One of the most notable changes to all models is the absence of carburetors-yes, that is correct. Each and every Harley-Davidson built in the '07 model year will be fuel-injected, including Sportsters. All of the fuel-injected systems will be of the closed-loop type that debuted last year on all of the Dyna models. For those of you who are fuel-injection challenged, the closed-loop system is currently the best there is. A quick overview of the closed-loop system in its basic form is that the engine sucks in air to be mixed with fuel. Then the fuel is supplied through tiny nozzles inside the throttle body. The throttle body is the element between the cylinders where the carburetor used to be. The throttle body has a butterfly disc that opens as you twist the throttle grip on the right handlebar, which lets the fuel-air mixture into the engine allowing it to run. A computer measures all kinds of factors inside the engine to determine how much gas to squirt in the engine to make the engine run at the speed you have selected. Once the engine has burned the fuel-air mixture as best it can, it expels the waste product out through the exhaust pipes.
That used to be the end of it and the cycle would repeat itself over and over again until you turned off the ignition and the engine stopped. Now (or as of last year) for the Dynas and this year for the rest of the brood, those spent exhaust gasses racing down the exhaust pipe pass by what is commonly referred to as an oxygen sensor-yes, like the one on your car. The oxygen sensor now can measure how much unburnt gas just went by it on its way to the atmosphere and now sends a quick message back to the computer saying that it's OK, needs more gas, or there is not enough gas for what the rider wants to do. As the oxygen sensor keeps monitoring the unburnt gas in the exhaust, the computer is constantly adjusting the flow of fuel. The end result is cleaner burning of the fuel, which translates into better fuel economy and fewer emissions released into the air, but, more importantly, a smoother throttle response to the rider's demands.
Another plus of this closed-loop fuel-injected system is the ability for the owner to change to the new Screamin' Eagle mufflers without having to do a computer-chip reprogram. We'll find out more about that in the coming months as we start to play with the individual models. With that said, we'll give you a brief overview of each family line, hitting the high points. But we strongly suggest that you go for a ride. There will be events with the Harley demo fleet. Take the time to check the new models out, or just swing by your local dealer to see them in person. There is plenty to see.