Motorcycle Jacket! Two From Harleys FXRG Line

Hello, my name is Joe Knezevic, and I am addicted to Harley-Davidson Functional Riding Gear. My habit began back in 1999 when I got an FXRG Series 1 leather jacket, and I have been strung out ever since. Through the years, the pushers on Juneau Avenue have expanded, improved, and updated the line, keeping me and other junkies on the hook.

These days my fix comes from two of the Motor Company’s most recent additions to this product line: the men’s FXRG Textile Jacket (#98366-09, MSRP $495-$515) and the men’s FXRG Perforated Leather Jacket (#98521-09, MSRP $625-$645). The beauty of having both of these jackets is that I can switch between them with relative ease. This has allowed me to continue my addiction with little or no side effects. At least, that’s what I’d like to believe.

Both jackets have many similar features including removable, CE-approved,
lightweight body armor at elbows, shoulders and back; a removable kidney belt; and precurved sleeves that combine with the zippered cuffs, action back, and snap waist tabs to make these jackets very comfortable when riding. Other shared features include two outside zippered hand-warmer pockets and an interior pocket system that includes a zippered pocket, a cargo pocket, an MP3 player pocket, and an eyewear pocket with lens wipe.

Flipping between jackets is great because I have all the same creature comforts when wearing either jacket, but the different exterior skins make it less obvious that I’m hooked on what these jackets offer their wearer.

The FXRG Textile Jacket is very versatile and the one I get my fix from most regularly. It’s made from a lightweight, windproof, and waterproof Airguard nylon, and it’s abrasion and tear resistant. Four large vertical vents and a fixed CoolMax lining makes this jacket comfortable to wear in warm weather, while the lightweight and breathable Primaloft warmth liner allows me to stay satiated into colder weather.
For a familiar, but different, high, I go with the perforated leather jacket whose skin is made up of a large diamond-plate pattern reinforced with a Cordura-mesh backing. The combination CoolMax fixed lining and heat-deflecting, leather definitely keeps things cool on hot days, while the removable Gore-Tex Windstopper liner does a great job of extending the comfort range of this jacket when things get chilly.

Between the two, I now have almost every riding scenario covered. These jackets are about first-rate function, then style, which luckily is not gaudy. I just love having both at my disposal any time I need an FXRG fix. I suggest you try one of these jackets, but don’t blame me if you end up in FXRG Anonymous. AIM

Joe Knezevic as published in American Iron Magazine, the world’s best selling Harley magazine.

SOURCES
See your local Harley-Davidson Dealer
800/LUV 2 RIDE
www.Harley-Davidson.com

Harley Magazine Review Road King Classic

Joe on '09 Harley Road King Classic

It’s not uncommon to hear Harley-Davidson touring bikes referred to as the kings of the American road, a statement that is no doubt echoed by the many owners of those bikes. Why wouldn’t you take pride in your machine being considered royalty? Heck, I’m down with that, and I only own a plebian FXR.

So it came as no surprise to me when I recently read that the Motor Company has been the market-share leader in the motorcycle touring segment for the past 14 years. That’s no small accomplishment in itself, but nailing the title with a platform that hasn’t had a complete makeover in almost 30 years is just awesome. Well, for 2009 the powers that be at Juneau Avenue got restless and updated H-D’s entire Touring family. The results should lock up 15 straight years as market share leader, and quite possibly put a stranglehold on the title altogether.

Harley Road King Bagger

To date there has been a lot written about this unprecedented makeover, including AIM’s exclusive sneak peek (Sept. ’08). That story was thrown together by my most distinguished and noble colleagues Chris Maida and Buzz Kanter. As such, I had to wait my turn to get some seat time on one of these new rides. As you can probably guess, my patience paid off when I was handed the keys to the two-tone Deep Turquoise/Antique White 2009 Road King Classic you see here (minus windshield of course). As if that wasn’t exciting enough, it all happened at Harley corporate headquarters in Milwaukee during the 105th anniversary celebration. My assignment was to ride the bike back to our editorial offices in Stamford, Connecticut, get it photographed, and then share my thoughts with you, the readers of American Iron Magazine. Translation: take the damn bike on a road trip and write this review.

From the moment I unlocked the Classic’s console ignition and fired up the 96″ Twin Cam power plant, I realized that it was worth the wait and things were only going to get better with this redesigned machine. Did I mention that it’s redesigned? Immediately upon the engine settling into a steady idle, I knew that this bike would be different from any of the other touring beasts I’d ridden to date. The subtle, but obvious, giveaway was not what I was feeling, but what I didn’t feel. Almost no vibration! While creating a new frame, H-D’s engineers also took the time to redesign the engine-isolation mounting system. Gone is the single front isolator, replaced with twin front isolators that meld into a single tie link. The rear engine mounts were also changed, allowing the whole ensemble to work together, providing optimal balance with perfect stiffness. As if that’s not enough, I was told the durability of all the mounts has been increased, which should allow them to last for the life of the motorcycle. That’s yet to be seen.

While loading the bike at my hotel, I finally got a chance to step back and admire my ride. It was then that I noticed this reborn King didn’t look much different than its Twin Cam predecessors. I think most people would be hard pressed to tell it apart from older Kings from a distance. For that I take my lid off to Willie G. and his styling department. What you get with this King and all the new Touring models are much improved bikes that have retained the character and iconic styling of the overall brand. The visual similarities are partially made possible because of the carryover of the bike’s front end, traditional saddlebags and a new in 2008 6-gallon fuel tank, all of which were left unchanged for ’09.

Harley Road King Classic

With the King packed, I finally hit the road heading east. My travel partner was a familiar one, Chris Maida, however, he had the responsibility of piloting the company truck. This left me in the elements on my own, but able to cruise at whatever speed I wished while having the comfort of knowing he was not far behind. Being out front clearing the way made it seem like we were engaged in our own twisted version of that ’77 classic Smokey and the Bandit. It wasn’t until days later, when I was back home, that my mom pointed out that I had no CB and, more importantly, no Sally Field riding with me.

For that 1,000-mile trip home, I just sat back and reveled in what Harley had accomplished with its makeover. Mile after mile, this King purred along, soaking up any and all the bumps the road had to dish out. Blasting the interstates shines a spotlight on improved top-end performance, which is a direct result of the new 68-tooth rear sprocket (two more than previous models) creating a lower final drive ratio. When not cranking on the highway, I marveled at the newfound stability of this bike. The combination of the wider, laced, chrome steel rear wheel, which has been increased from 3″ to 5″, and its Dunlop D407 multitread 180/65-16″ rear tire, is a welcome addition. And when paired with the new 130/90-16″ front tire and matching wheel, the results give this bike solid footing in all road conditions, especially when activating the optional ABS that came on our tester. The air-adjustable rear suspension and standard telescopic front end has been recalibrated, and does a magnificent job of allowing the new single-spar, rigid backbone frame, two-piece swingarm, wheels, and tires to work together to provide an almost ideal ride. So much so, that a 1/2″ increase in trail and a 0.556″ increase in wheelbase are barely noticeable.

While the Road King Classic was in my garage, I realized that I liked riding it so much, despite its color combination, that I took it wherever I had to go. Better still, the one passenger I had on the back never complained of heat exposure around her calves, compliments of a revised routing of the new 2-into-1-into-2 exhaust system (too bad she wasn’t Sally Field). Thanks to John over at Dyno Solutions in Brookfield, Connecticut, I know that this bike puts out just over 75 ft-lbs. of torque and has 62.8 hp at the rear wheel, which feels about right.

I have no qualms declaring that Road Kings have always been my favorite Touring models. Truth told, I’ve always favored the Classic with its whitewall tires, since it seems to exude a bit more character. And the 2009 redesign has provided a significantly improved riding experience in many ways. Overall, the 2009 Road King Classic is more comfortable, has more carrying capacity, and is more maneuverable than its predecessor. With this bike, and the rest of the Touring family, I wouldn’t be surprised to see Harley-Davidson lead the touring segment in market share for the next 15 years. AIM

–Joe Knezevic as published in American Iron Magazine, the world’s best selling Harley magazine.

Harley-Davidson Motorcycle Knives

Harley Pocket Knife

A wise man once told me “Always carry a knife.” Well, over the years, I’ve taken that to heart and carried a plethora of knives. But these days I usually carry one of the Harley-Davidson knives shown here. There are about a dozen different Harley-branded knives to choose from, and the two shown are the Mini-Hardtail (#13150, $200) and the Nitrous (#13710BK, $150). Made by Benchmade Knife Company, which has been making quality knives since 1988, the company’s simple philosophy is “Make it cool, make it solid, make it happen, and definitely make it Benchmade.”

All Benchmade products feature world-class craftsmanship and are proudly made in the US. These two knives are similar in size and weight, but boast different finishes and features. Also, be warned that they are amazingly sharp when new. The Mini Hardtail (far left) has a D2 high-grade tool steel modified clip-point blade and a patented AXIS locking mechanism. It measures 7-1/2″ open with a 3-1/4″ blade, 4-1/4″ closed, and weighs in at 3 ounces. The body of this knife is machined from billet aluminum and features G-10 inserts with skull designs. The steel carry clip is reversible, and the blade opens manually with ambidextrous thumb studs. I opted for a plain edge and no coating on the blade for this knife.

The Nitrous (left) offers a 154CM premium stainless steal clip-point blade and a modified locking-liner. This knife weighs in at 2.7 ounces and measures 8″ opened with a 3.4″ blade, and 4-1/2″ closed. It snaps open thanks to the Nitrous Assist opening mechanism, and looks pretty cool with its black G-10 handle and milled flames. On this particular knife, I opted for a plain edge and a proprietary BK1 black, corrosion-resistant-coated blade.

Overall, both of these Harley-Davison knives feature the superior quality and finish that I would expect from a company like Benchmade. If you carry a knife, I highly recommend either of the two you see here. AIM

–Joe Knezevic as published in American Iron Magazine, the world’s best selling Harley magazine.

SOURCE
Benchmade Knife Company
800/800-7427
www.H-DKnives.com

MDM Cycle Enclosures Harley Cover

Motorcycle cover shed

A recent turn of events beyond my control has made it impossible for me to put a motorcycle, or anything else for that matter, in my garage. To address this potentially catastrophic problem, I called Don Skoldberg, general manager at MDM Products for some advice. Good move on my part, because Don’s company had an easy solution: the Cycle Enclosure ($318), which is designed for temporary storage of just about anything two wheeled.

With a one-piece cover and color-coded metal and fiberglass poles, this system sets up something like a camping tent. MDM claims that assembly takes 10 minutes, but, genius that I am, it took me considerably longer. I started the process at sundown and didn’t finish until it was dark. Smart, right?

The Cycle Enclosure has a symmetrical shape, which means that the cover never touches your parked motorcycle, even when opening and closing the shed. In other words, if handled correctly, there’s no need to fret about scuffs or scratches. Even better, I can park a bike with a hot engine and exhaust, then close it with no worries because air vents on each side of the enclosure prevent condensation during storage. Good stuff. The cover is made from a woven marine fabric that has a commercially sewed construction for durability. Thanks to gusseted corners and strips of hook-and-loop fasteners, the Enclosure seals up so tightly that it’s totally waterproof. Trust me. Mine has stood up to heavy rain, marble-sized hail, and high winds.

At 40″ wide and 126″ long, the MDM Cycle Enclosure is a relatively small package that offers a ton of convenience. My only advice is that if you’re not a genius like yours truly, don’t try to assemble it in the dark. AIM

–Joe Knezevic as published in American Iron Magazine, the world’s best selling Harley magazine.

SOURCE
MDM Products
800/447-7079
www.MDMShelters.com

Chase Harper Motorcycle Tailpack Review

Motorcycle Tailpack From Chase Harper

When you need a way to carry stuff on a motorcycle, there is nothing quicker or easier than strapping a tailpack to the back of your ride. The beauty of this type of luggage is that it comes in all shapes and sizes and can fit almost any type of bike. I have been using tailpacks for as long as I can remember and my go-to company has been Chase Harper. All of its packs are well designed, have a sturdy construction, are made in the good ole US and come with a limited lifetime warranty.

There are a couple of Chase Harper bags that are my mainstays. The Hideaway tailtrunk (#4200/$62.99) and the Super Deluxe Hideaway (#4250 /$88.99) bags are the easiest things to bring along because they’re designed to tuck away into their own built-in carry pouches. Although not luggage, another CH product that I don’t leave home without is the Chase Harper Dry Bag (#3636/$19.99). Whether it’s my camera equipment or my clean clothes, this bag never fails to keep things dry.

This leads me to the greatest addition to my mighty tailpack collection, the Chase Harper Super Sport tailtrunk (#4650/$122.99). Shown here, this bag is made up of one main compartment as well as separate side- and end-zippered compartments. It has the capability of swallowing a good amount of stuff while still leaving it accessible. Like the Hideaways, this pack mounts easily due to twin adjustable bungee cords that stash in their own compartment. Thanks to a shoulder strap, this bag also doubles as luggage when off the bike.

Since I’ve gotten the Super Sport tailtrunk, I’ve found myself using it a lot. It’s perfect for long weekend trips because it can carry everything I need, including my foul weather gear. Having it has changed the way I pack for bike trips and that’s a good thing. Now wherever I go, I’ve got junk in the trunk. AIM

–Joe Knezevic as published in American Iron Magazine, the world’s best selling Harley magazine.

SOURCE
Chase Harper
877/965-7977
www.ChaseHarper.com

Vertigo Mega GORE-TEX Motorcycle Boots

Goretex Motorcycle Boots

Over the years, my brick-like feet have destroyed many different types of footwear. Knowing that I would be spending extended time on a Buell Ulysses XT, I decided it was time to get a pair of on-road, sport-riding boots that were befitting the Uly.

Because I wanted only the best quality, I turned to SiDi and the fine Italian craftsmanship it has provided for 45-plus years. I quickly found what I was looking for in the 2008 Motonation catalog, where I spied the SiDi Vertigo Mega GORE-TEX boots ($395). The Vertigo line of boots has a great reputation, and with the introduction of the Mega version, I realized my time to own a pair of Vertigos had finally come.

As soon as I slipped these boots on, I was amazed by how comfortable they were. This is probably due to the fact that the Mega comes in EE width and has increased room all around the arch. Combine that with SiDi’s Techno VR adjustable calf system to fit my notoriously muscular calves, and it felt like these boots were made just for me.

Right out of the box, the top-grain leather was soft and subtle, and required almost no break-in. The GORE-TEX membrane is great,
keeping my feet totally dry while still allowing them to breathe.
The attention to design in all SiDi footwear is obvious. These boots provide my feet with maximum protection thanks to the patented Vertebra system that protects the rider’s Achilles tendon. It consists of a replaceable, thermoplastic resin, ankle protection cup; DuPont polymer toe shift pad, shock-absorbing heel cup, and replaceable, nylon scuff pads.

The Vertigo Mega GORE-TEX boot is one of the most comfortable I’ve ever slipped on and probably the most high-tech boots I have ever owned. In fact I like these boots so much that I sometimes find myself waking up on top of the covers still wearing them. AIM

–Joe Knezevic as published in American Iron Magazine, the world’s best selling Harley magazine.

SOURCE
Motonation
619/401-4100
www.Motonation.com

Harley Magazine Test CVO Motorcycle

Limited Edition Harley CVO Motorcycle

Every Harley-Davidson new model launch I’ve attended over the years has been a rewarding experience in some way or another, but none more so than the ones hosted by the Motor Company’s Custom Vehicle Operations (CVO) division. It seems that when the CVO team launches their new models, they do it in a special and exclusive way, giving you the sense of what it might be like to actually own a CVO. This year’s press launch (CVO’s 11th year in existence) kept with tradition and made us all feel grand for many reasons, not the least of which was because we were bunking at the Ritz- Carlton in Half Moon Bay, California.

For 2010 there will be four models offered: two reprised, one all new, and one all new and exclusive to CVO (see page 110 for specs on each model). It’s no surprise that for a fifth time, the CVO Ultra Classic Electra Glide has made the lineup. And it’s nice to see one of my favorite Harleys, the CVO Fat Bob, make the grade for the second straight year. The other two models are the first-year CVO Street Glide, and the exclusive-to-CVO Softail Convertible. As a side note, these four bikes (as well as all Big Twins) will now feature a new helical-cut fifth gear in their six-speed Cruise Drive transmissions, eliminating that fifth gear whine which created a lot of business for Bert Baker. Although I did get to rack up some miles on all four models, I was most intrigued by the exclusive-to-CVO Softail Convertible, so I procured as much seat time as I could on it, figuring I should discuss it here.

Harley CVO Softail

The convertible is not necessarily a bold new concept for the Motor Company. In the ’80s, there were the FXR Convertibles, followed by the Dyna Convertibles of the ’90s. Neither of those models sold well, and the idea lay dormant at Juneau Avenue until this CVO interpretation came to fruition. Right from the start, you can see that special care was taken to make sure the 2010 CVO Softail Convertible was designed to be a two-in-one, touring-and-cruising factory custom, and it was going to look good doing it in either configuration.
Attention to detail is obvious in the quality of its detachable parts, and how they work together on the bike as a whole. The combination of the color-matched compact fairing with the smoked windshield nicely integrates with the bike’s style, and is as simple to install or remove as any of the other detachable windshields Harley offers. The leather, semi-ridged saddlebags feature genuine buffalo-hide inserts. They can be removed in seconds by simply pulling and then turning a lock tab on the backside of the bags, and sliding the whole setup backward. The best part is that all that’s left behind are two mounting pegs on each fender strut. Installation of the bags takes a tad longer because everything needs to line up, including the lower mounting tabs. Once I got used to the installation process, I was able to attach each bag in under a minute, which leads me to believe even a monkey (or a buffalo) could learn how to do it.

An obvious and noticeable difference between this and all previous H-D convertibles is the fact that the custom leather seat has a detachable passenger pillion and detachable backrest pad, meaning, when not in touring mode, you have a solo seat cruiser. Note for styling continuity: all three of these parts feature genuine buffalo-hide inserts that match those on the saddlebags.

When I initially sat on this bike, I couldn’t help but notice the low seat height (24.4″ laden) and high mounted position of the floorboards, which combined to give me a cramped feel while in the cockpit. Anyone with a large body take note because you might not like this bike on long hauls. The rear suspension has been lowered a full 1″, which forced me to smooth out my riding lines and not make any abrupt directional changes to prevent the floorboards from scraping. The good thing here is that by simply installing stock Softail shocks, you get that whole inch of ground clearance back. Better yet, in my opinion, a sweet air-ride setup would work righteously on this bike because you pump it up in touring mode and slam it down in cruiser mode. However, those of you who just plan on burning highway miles probably won’t have as many touchdowns, so this stock setup should be fine.

In terms of performance, what is there not to like about the TC 110B granite-powdercoated engine driving a 200mm, 18″, chrome aluminum Stinger rear wheel? The all-new combination digital speedometer and analog tachometer is a thing of beauty, and works wonderfully. The bike’s speed is displayed digitally in the center of the gauge, while the rpm is indicated by an arm that sweeps around the outer edge of the gauge. Easy to read, and looks hot, too!
The fit and finish of this CVO, like all of them, is exquisite. The full coverage wide rear fender and close-cropped, trimmed front fender do wonders to visually ground the bike. Add to that the fact that this chrome-laden bike also has many color-matched parts, including the frame, swingarm, frame inserts, saddlebag brackets, and horseshoe oil tank. You have a visually striking motorcycle, no matter how it’s configured.

Over the years, I’ve seen many deals advertised as BOGO (buy one, get one). To me, the 2010 Softail Convertible has a Fat Boy-esque look in cruiser trim, while in touring trim it reminds me of a Heritage Classic. That said, the way I see it is that you’re really getting two bikes for the price of one: $27,999. Add to that the value inherently built into buying a limited-production, factory-custom CVO Harley, and you can see why this bike is a steal.

–Joe Knezevic as published in American Iron Magazine, the world’s best selling Harley magazine.

EAR Inc. 3-1 System For Harley Riders

I’ve been wearing custom earplugs ever since I met the folks from EAR Inc. My first set was a pair of Insta-Molds made for me on the spot at the Sturgis rally. After getting molds made of my ears, I graduated to a pair of Chameleon Ears. From there I upgraded to Acoustic Filtered Chameleon Ears, which are designed to reduce louder sounds to a comfortable level while still allowing speech recognition.

Recently, I decided it might be nice to listen to some tunes if I wanted to. So I called up the folks at EAR and got one of its 3-1 Systems. This is, basically, the best parts of their Musicians Filtered Ear Plugs and OTS High-Definition sports monitors combined into a motorcycle-friendly, versatile earplug.

This product is a set of small, custom-fitted plugs that have snap ring receivers molded to their outside ends, giving me three options. I can choose to cap the ends with either a solid cap to block out all noise, or a filtered cap that provides 15dB of sound reduction across all frequencies. When I want to listen to some tunes, I uncap the earplugs and snap the two coiled, law enforcement-type sound tubes into to the end of each plug. These tubes lead to a transducer and a cable that ends in a standard 3.5mm plug, which allows me to hook into any music source with a jack. Not only do the 3-1s create a fantastic sound, they also come with a great little carry case so you don’t lose any parts.

Like all fitted earplugs, these take a little getting used to, especially when inserting and removing the plugs, as you have to push, pull, and turn at the same time. But it’s worth it because the 3-1 System really put me in my own little world. So if you ever motor up alongside me to say hello, and I don’t respond, it doesn’t necessarily mean I’m being rude. I may just be plugged in, enjoying my favorite tunes. Or not! AIM

–Joe Knezevic as published in American Iron Magazine, the world’s best selling Harley magazine.

SOURCE
EAR Inc.
800/525-2690
www.EarInc.com

Harley Magazine Tested Dyna Street Bob

2010 Harley Dyna Glide

In a moment of clarity that can only come from consuming adult beverages while breathing the thin air of Denver, I realized that over the years I’ve had the good fortune of riding every member of the Dyna family except the Street Bob. With that revelation fresh in my mind, I decided to remedy the situation by racking up as many miles as I could on this model while attending Harley’s 2010 model launch in the Mile High City.

Street Bobs burst onto the scene in 2005 as a 2006 model, and American Iron celebrated that event with world-exclusive coverage in our September 2005 issue. The bike went on to become surprisingly popular and sold relatively well for a Dyna. Then for the 2009 model year Willie G. and his posse refreshed the bike by giving it a styling update. Fast-forward to the 2010 version you see here, which I finally got to spend some time flogging around Denver and the surrounding mountain roads.

Riding The Harley Dyna Street Bob

It’s no secret that the Dyna line is my favorite family of bikes currently in production by the Motor Company. I would describe this Dyna as Harley’s attempt to mass-produce a pure minimalist, post-war-style bobber. In other words, a modern interpretation of the classic, stripped-down bike that American GIs created after coming home from World War II.

Distinct features that make the Street Bob stand out from its Dyna siblings include mini-apehanger handlebars, a chopped rear fender, and a retro taillight. The mini-apes seem like they may have been sourced straight from the last generation of Wide Glides, but they’re internally wired for a nice clean look. If the LED taillight wasn’t so bright I would swear it had been lifted directly off an old Crocker. Compared to the first incarnation, the rear fender of this year’s Street Bob is heavily chopped and void of support covers. The combination gives the rear end of this bike a distinctly classic bobber look and feel.

Like all Dynas, the TC 96 in the Street Bob is rubber-mounted giving the bike a smooth, comfortable ride. The six-speed Cruise Drive transmission has gotten an upgrade for 2010 and now boasts a helical-cut fifth gear which is much quieter. This change is across the board for all Big Twins and a welcome upgrade for this journalist, since I only shift into sixth gear when I am doing well above the speed limit.

This bike and the newly redesigned 2010 Wide Glide share a laden seat height of 25.5″ which is the lowest in the Dyna family. A solo seat and mid-controls make the Street Bob easy to ride even for the shortest folks, like our fearless editor Chris Maida. The 19″ front and 17″ rear, steel-laced wheels have gloss black rims and roll on 160mm rear/100mm front Michelin Scorcher 31 tires. To the best of my knowledge, this is the first time since the early ’80s that Harleys are rolling out of the factory with tires other than Dunlops. A 29-degree fork angle makes this bike’s handling quick and nimble even on mountain roads.

Like its Super Glide siblings, the Street Bob features a combination neck/ignition lock conveniently located just forward and to the right of the 4.7 gallon Fat Bob fuel tank, which is now adorned with two new-for-2010 medallions. Also new this year is the all-black finished powertrain, which, by the way, is my favorite look for Harleys. The battery cover and belt guard are also finished in wrinkle black and complete the dark, minimalist profile a bobber should have. The tank console is full-length and features a silver-faced speedometer with a functional fuel range readout.

While spending two days riding the Street Bob, I came to some simple conclusions. First, the mini-apes put my hands in almost the perfect position for comfort, but not necessarily for steering on tight, technical roads. Next, the low solo seat and mid-controls were plenty comfortable for me on short stints, but after extended time in the saddle I found my 6′ 2″ frame got cramped, especially in the hip area. If I were to own this bike, both these issues could easily be remedied with new bars, a different seat, and maybe even forward controls. I also found that the front single-disc brake setup works well on this bike since it doesn’t overpower the front wheel under hard braking. Straight-cut, chrome, staggered, shorty dual exhaust pipes look like they belong on the Street Bob, while the low-profile front fender has a cool, custom look.

Like all Dynas this model delivers great handling and bold styling for a reasonable price. You could park a Vivid Black Street Bob in your garage for the MSRP of $12,999 or choose from four different colors like the Black Ice Denim you see here for $13,374.

Now that I’ve finally ridden the Dyna Street Bob, I’m happy to say that my fondness for the Dyna family has only been strengthened. And that is not the adult beverages or the thin air talking. AIM

–Joe Knezevic as published in American Iron Magazine, the world’s best selling Harley magazine.

HARLEY FXRG-3 MOTORCYCLE BOOTS

A few issues back I came clean about my addiction to Harley-Davidson’s Functional Riding Gear (FXRG). Well, my rehab hasn’t gone according to plan, and I fell off the proverbial wagon. This relapse can be directly correlated to the moment I slipped my feet into the third generation of the FXRG performance riding boots shown here.

Of all the products Harley-Davidson Footwear offers, the FXRG-3 boots (#D98304/$210) are, in my opinion, the cream of the crop. Three things drew me to these babies in the first place. First, they are not flashy. Secondly they are well thought out and durable. Third, and perhaps most importantly, they feature a breathable, waterproof Gore-Tex lining to keep feet dry inside and out.

Since I have wide feet and there is no W (wide) option, I chose to go up a half size to compensate. Still, when new the boots were a little snug, but they’ve broken in nicely. They are now comfortable to wear all day, on or off the bike.
I’ve never been a big fan of zippers on the side of lace-up boots, but they are convenient. The FXRG-3s
feature quality YKK zippers, which, combined with the pull tab at the top of each boot, makes slipping these kicks on or off a breeze.

Boasting a slip-, abrasion-, and oil-resistant outsole, you have plenty of support and traction when your feet are planted on the ground. The tops are contoured so they don’t dig into my thick calves.

Overall these suckers are one of the best off-the-shelf riding boots I’ve ever owned. They come with a 30-day comfort guarantee. In other words, if you’re in the market for a new pair of riding boots, what do you have to lose by getting hooked on the Harley-Davidson FXRG-3 stompers?  AIM

— Joe Knezevic as published in American Iron Magazine, the world’s best selling Harley magazine.

SOURCE
Harley-Davidson Footwear
866/699-7379
www.Harley-DavidsonFootwear.com