IN a stable of stylish American cruisers, there is one Harley which is slightly different. Deep down, the 2008 Harley-Davidson XR1200 still grunts the same V-twin soundtrack.
But it is housed in a nimble package, and its looks suggest that the 1,200cc motorcycle is a young rebel at heart - ready to run faster than any of its siblings.
Nevertheless, the XR1200 is not a new idea conceived by the engineers at Harley-Davidson.
It is, in essence, a re-interpretation of the iconic XR750, which was first used in dirt track racing some 30years ago in the United States.
The single-seaters then, with raised exhaust pipes, became a familiar sight on many American tracks. The XRs were potent bikes without front brakes, which were more at home sideways, power-sliding away.
At a recent media test ride at the Pasir Gudang circuit in Johor, bike journalists sampled the XR1200.
But first, we made sure it came with front brakes. In this case, it was equipped with dual Nissin 4-pot brake calipers.
Thumb the starter and you'll hear a lower-pitched exhaust note.
When it's idling, the bike does not have the telltale shakes of most Harleys.
The one part on the XR1200 that vibrates vigorously is, strangely, its gear shift.
Familiar feeling
On the go, the XR1200 feels almost like a super motard bike - but not quite.
First, the rider sits lower than on a motard.
Also, at 250kg, the XR is heavier than most motards.
While headshake tends to be a common feature on supermotards travelling above 120kmh, the XR's 43mm inverted forks remain composed at higher speeds.
Keeping your gaze at the fast-approaching Turn2, you can't help but notice the large rev counter beside the small digital speedometer.
It reads 180kmh, just before you drop down a gear from fifth..
Racers on fast Japanese crotch rockets shut their throttles in the same corner at about 210kmh in dry conditions before banking their machines hard to the left.
But the XR1200 manages to keep up respectfully at 180km/h, and in the wet, no less.
The Dunlop Qualifier tyres fitted onto 18-inch rims did not lose their grip even during the heaviest of downpours.
Riding in slippery conditions provided good testing conditions for the XR.
The truth is, while the XR is not a Japanese sports bike, its handling comes close. The wide handlebar allows the bike to be tipped into corners easily.
Surprisingly, you do not notice the bike's heavy weight once you get it going. It banks in and out of the corners easily.
Acceleration wise, the XR1200 may be the most exciting Harley yet.
The XR's engine hits its 7,000 rpm red line quick,but not furiously like in-line four-cylinder sportsbikes.
Every time you hit the rev limiter, the XR's engine screams and tells you it's time to shift up a gear.
It takes some time getting used to the punchy gear changes on the 90 horsepower bike, which costs $25,000 (machine price only).
A poorly-timed upshift, while still leaned over as you go out of a wet corner, can result in the rear wheel going a little sideways.
It may be scary, but that's what the original XR750 would have done.
Tucking in while working up the five-speed gearbox can be a little taxing, especially without a windscreen to protect you.
So is the strange feeling of not being able to grip the fuel tank properly as your knees tend to end up awkwardly below the fuel tank, into a hollow section above the rear cylinder.
The harder you pull the brake lever, the braking power of the XR becomes noticeably better than other cruisers.
The brushed aluminum look of its upswept dual exhaust, together with the one-twist fuel cap and oil cooler, all point to the XR's racing heritage.
Pillions should note that while there are passenger footrests, the ride will be a numbing experience for the bum as the pillion seat is minimal.
The lack of chrome, replaced by wrinkled parts and a matt finish, hints that the XR means business.
A set of after-market pipes (we hear there's one from Termignoni), a race kit and fully-adjustable rear shocks will make the XR a more potent bike.
The question is, will XR1200 owners take the bait and go racing?
This article was first published in The New Paper on Oct 18, 2008.
