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| Archives - Production Motorcycles |
New Bike Tests: 2010 Harley-Davidson XL 883N Iron 883 - From RoadBike January/February 2010
Baby Nightster By Jon Langston, Photos by Bob Feather The grand appeal of Harley-Davidson has always been its malleability; as a platform for motorcycle customization, H-D is unparalleled. For years, the Motor Company put out a base model, and, thanks to individual mechanical ingenuity and/or the entrepreneurship of the aftermarket, owners could change their bikes into the perfect beast. Until recently, one rarely saw two Harleys exactly alike, except on the showroom floor. Once it hit the streets, a Harley usually became an instant custom.
There’s no doubt that the success of the Motor Company in the 1990s was a result of a flush economy; the flood of disposable income meant a surge in Harleys on the road. No dummy, H-D capitalized on this opportunity; it recognized that this new market wasn’t the dirt-under-the-nails gearheads its audience had been for years. No, most folks who were buying Harleys in the ’90s and the early part of this decade were successful businesspeople that simply wanted to own an icon and could afford to pay for one. To cater to this new demographic, Harley-Davidson began subtly releasing more focused models — precustomized Harleys, if you will. Fat Bobs, Street Bobs, Wide Glides, “low” versions: Harley-Davidson’s product line is now far more expansive, yet more targeted, than it has ever been. These days, any tech-bubble whiz kid (who didn’t lose his shirt in the bust) or anyone suffering from an empty nest/midlife crisis (and who didn’t bet the farm on the stock market) can buy the Harley of his dreams, straight from the dealer — no greasy fingernails required. Enter the Iron 883. Following in the footsteps of the recently released Cross Bones, Rocker, and XR1200, the Iron 883 is the latest attempt by H-D to capitalize on a trend. Like those bikes, the Iron takes its styling cues from the popular customs of the day; its stripped design, with blacked-out components and clipped fenders, is bobber-inspired, and evokes hot rod culture.
So the bottom line is this: for $2,000 less (a bit more if you opt for the Nightster in any color but black), the Iron 883 gives you 317cc fewer, which translates to 24 fewer ft-lbs. of torque. (H-D doesn’t release horsepower figures.) Harley estimates a few more miles per gallon as well, but nothing substantial. Beyond that, you’re nitpicking. The Iron 883 is the Nightster’s little brother. So what’s the skinny? For the wannabe street rat, this motorcycle is ideal. For the cruising and touring crowd? Keep looking. Long the redheaded stepchild of the Harley brood, purists love the Sportster 883 mainly because the H-D badge on the tank tells them they must. If any other manufacturer made it, they’d probably point and giggle, as they do at most small-displacement imports. Regardless, over a 50-year lifespan, the littlest Sporty has earned its rightful place among the other icons of the brand. Its longevity is due to its dependability and adaptability. Want a hot rod? Easy enough, with a few performance mods. Need a dependable daily commuter? No problem; this thing’s rock solid and good on gas. Cool rat bike? You couldn’t ask for a better platform to strip down. Yes, the Sportster 883 is many things to many people, but one trait is universal: small, light, and nimble, it’s perfect for new or short riders. And that’s precisely what makes the Iron 883 so approachable. Sitting on it is comparable to mounting your nephew’s BMX bike after years of riding a 10-speed. It’s super low, and extremely lightweight. You can move it from side to side without using your hands, and effortlessly push it around a garage or parking lot. Being an 883cc, the engine doesn’t have so much power that the bike leaps out from under you, but it’s got plenty of grunt for the street and more than enough zip for the highway.
When it comes to handling, the Iron 883’s short wheelbase mixes with its light curb weight and low stance to make the bike a breeze to maneuver. It negotiates turns and twisties like nobody’s business, responding eagerly to the slightest weight shift or bar pressure. My only issue was with its suspension. Being so low and light, the Iron ought to feel compact and secure. Instead, the front shocks are vision-blurring rigid, and, even after adjusting their preload setting, the rear shocks are nothing short of terrible — and just this side of dangerous. Riding the bike around New York City, I felt like an amateur boxer. I’m not exaggerating; the Iron 883 ought to come with its own blacked-out mouthpiece and kidney belt. The tiniest aberration in the pavement sent a jolt through my body, rattling my head and forcing me to tighten up my innards. Even manhole covers were painful. Every time I hit a bump, I felt as if I were manning a howitzer. That is, once my butt settled back into the seat from being flung into the air by the rear shocks. It’s a good thing the Iron is so easily maneuverable, because I found myself weaving all over my lane to avoid running over any kind of bump in the road. I suppose that’s another difference between the Iron and the Nightster; I’ve ridden that hot rod as well, and its suspension never even entered my mind, so it must have been just fine. Perhaps it was just our press demo, but after 24 hours of riding the Iron 883 in New York — despite several admiring looks from the bearded hipsters and one flirty “Nice bike!” from a young lovely on Avenue A — I was relieved to get out of the city limits the following morning, and grateful that I escaped without internal injuries. In summation, the Iron delivers on its mission statement: a dependable streetbike that’s designed to look cool when hanging with the chops and bobbers, but perfectly sized for beginners or smaller riders. For putting around the suburbs or tooling around the countryside, the Iron 883 is a phenomenal, great-looking motorcycle. But if you plan to do any urban commuting or long-distance riding, don’t forget your kidney belt. RB
Name: Matt Kopec, Designer My first impression was short of complimentary, but once I left the pothole-ridden streets of downtown, my opinion changed completely. I was won over by this little bike purely on its fun factor. Yeah, it’s good looking with an old-school-bobber attitude, but style aside, this bike’s a blast to ride. Commuting to work every day on the Iron 883 was great. It’s light and easy to handle, and when I hit the twisty back roads this bike excelled. Set with a stiff suspension, I felt every bump, but the bike stayed planted when cornering. And that’s what really surprised me, how well it handled. It’s got a low stance, with midcontrols, so you can’t lean it over too far without scraping the pegs, but that’s just part of the fun. Its power may be a bit lacking, but it had enough to keep a smile on my face. If you’re looking for a Harley with attitude that won’t break the bank, the Iron 883 has a lot to offer. Name: Joe Russo, Sales Manager Love at first sight is going to play a big part in the success of the Iron 883, along with a price tag that can fit just about any workingman’s budget. I felt like this bike was designed perfectly for a man of my stature. Some larger or heavier individuals may feel cramped, but I got the feeling of complete control. The slammed stance does come at a price, however, with limited travel when hitting speed bumps or the occasional pothole. And out on the highway, you may realize the limitations of the 3-gallon tank, as you have to hit up a gas station roughly every 130 miles. This solid, well-built bike gives you a sense of value when many companies are using cheap plastic parts to save costs. Plus, the old-school style is in and never really dies, which tells me the resale value should remain strong. A crowd-pleaser and a head-turner, I believe the Iron 883 will cultivate a younger audience for the Harley family and keep the Sportster tradition alive. Tech Sheet 2010 Harley-Davidson XL 883N Iron 883 |
But the Iron 883 is nothing you haven’t seen before. Essentially, it’s the same motorcycle as another direct-marketed H-D model, the XL 1200N Nightster, which debuted in 2008. Since most Sportys share the same frame anyway (the only exception being the new flat-track-inspired XR, another fad exploiter), and differ only in engine size and styling, the similarities between the Nightster and the Iron are more than passing. Of course, the Iron 883 has a smaller engine — and price tag. But where the Nightster has laced spokes, the Iron comes with cast-aluminum wheels; the Nightster features a bullet-hole chain guard, while the Iron’s is solid metal; the Nightster’s engine case is graphite and its heads are polished where the Iron’s engine is mostly matte black. Oh, the seat and handlebar are slightly different as well. But that’s about it. The weight is comparable. Seat height? Exactly the same. Fork angle? Identical. Suspension? Ditto. Fuel capacity? Equal. Rake? Trail? Wheelbase? Same, same, and same. Both bikes feature a side-mounted license plate, both have a straightforward gauge setup, both skimp on the chrome (except in the nearly identical dual exhaust pipes), and both are great-looking, bobber-inspired motorcycles, guaranteeing that you’ll be the closest thing to Jesse James on your block — tattoos and Sandra Bullock not included. 
