Model Evaluation
But while the basic design may be old, it’s not
primitive. Hydraulic lifters eliminate the need for
periodic valve adjustments, and improved hardware and manufacturing methods have continued
to keep the Evolution engine viable during the
past decade. Aside from the benefits of the aforementioned fuel injection, free-flowing cylinder
heads pirated from Harley-Davidson’s former performance subsidiary, Buell, combined with lighter
pistons and connecting rods, have extracted
by Scott Rousseau more power from the Evo. Reliability has also
been improved via additional cooling fins on the
cylinders and heads and an oil jet system that cools
the undersides of the piston crowns.
It had been a while since we last evaluated a
1200cc Sportster, but running the 72 through the
gears immediately reminded us of just how
much fun the venerable Evolution motor can be.
Punctuated by a thunderous exhaust note that’s
unmistakably Harley-Davidson, it delivers strong
low-end grunt and snappy acceleration, going
from 0–60 mph in 5.32 sec. and covering the quarter mile in a respectable 13.69 sec. @ 95.01 mph.
Top speed is 108 mph, plenty fast for a V-twin
cruiser, although the Sportster motor is much
happier strafing boulevards or galloping along the highway at a
URRENTLY ENJOYING THE highest market share in its 114steady 70 mph where it still has plenty of oomph left for passing
year history, Harley-Davidson is nevertheless continuing
without requiring the rider to downshift.
to fight its way back to the stratospheric sales numbers it
And the 72’s torque spread is even more enjoyable on curvy
enjoyed in the “good old days,” before 2008. Recent indicators are
canyon roads. With 54.67 rwhp @ 5750 rpm and 50 lb.-ft. of
that it’s headed in the right direction, but a leaner and meaner
torque or more available at the rear wheel from 2500 rpm until it
Motor Company continues to leave no stone—or model—
smacks into its rev limiter, the 72 can be fired out of tight corners
unturned in search of new customers. The 2012 Sportster 72 taps
and high-speed sweepers alike. No need for a quick downshift
into all of these themes. It, too, is lean and mean, and its retroto maintain momentum, just crank the throttle and the Harley’s
custom looks harken back to the good old days of the 1960s.
spot-on fuel injection delivers crisp response that makes canyon
Named after the kustom kulture haven known as Whittier
bruisin’ as much fun as boulevard cruisin’.
Boulevard, aka Route 72, in East Los Angeles, the Sportster 72
Despite lacking an overdrive sixth gear, the Sportster’s
draws inspiration from the stripped down custom cars and motorfive-speed transmission is excellent by any standard. Its ratios
cycles drenched in candy apple, metalflake and chrome during an
are perfectly matched to the motor, allowing the rider to short-shift
era in which men such as Von Dutch, Ed “Big Daddy” Roth,
in cruise mode or bang gears in a more spirited fashion while
Gene Winfield and Larry Watson rocked the establishment and
flogging the 72 through the twisties. Shifting is precise and, dare
revitalized the custom scene. Rocking the establishment is somewe say it, crisp and smooth. You still won’t mistake it for a Japanthing that the 72’s older sister, the WWII bobber era-inspired
ese gearbox (and Harley would probably rather keep it that way!),
Sportster 48, has been doing in Europe where it’s now a top-10
but the transmission is clear evidence that the Motor Company has
seller among all brands and models. But all looks aside, does the
come a long way in refining its products.
Sportster 72 have the stuff to be another smash hit for Harley?
The Sportster’s cable-operated clutch doesn’t match the
transmission’s performance level, though. Although its lever
Engine & Transmission
effort is acceptable, its range of engagement is very narrow
Harley-Davidson has been pushing its own styling envelope
and the friction zone is closer to the handlebar rather than to the
with such machines as the Sportster 48, the Dark Custom series
end of the lever throw, which can lead to rather awkward forand slammed Street Glide and Road Glide baggers in recent times,
ward lurching when rolling away from stoplights. You can get
but it hasn’t really pushed the technological envelope in decades.
used to it, but the clutch action really deserves to be improved,
The Sportster heartbeat still comes from the Evolution engine
and perhaps it’s even time for Harley-Davidson engineers to
that basically saved the Motor Company from oblivion in the
think about incorporating hydraulic operation to really smooth
mid 1980s. Of course, the Sporty engine has received updates to
the action.
improve performance and reduce emissions as required by the
Feds, Harley engineers swapping the Sporty’s carburetor for
Electronic Sequential Port Fuel-Injection in 2007 to make the
Chassis & Suspension
big-bore Sportster more emissions friendly, but some basic design
When Harley engineers finally acquiesced to rubber-mounting
elements still date back to the very first Harley-Davidson V-twin
the Sportster’s engine for the 2004 model year, the entire family
engines. The Sportster’s single-pin crankshaft with “fork and
took a quantum leap forward in comfort. The change wasn’t a simblade” connecting rods was employed at the dawn of the Harleyple matter of adding a few rubber bushings where the solid mounts
Davidson V-twin era in 1909, and the 72’s 1200cc (74 cu.-in.)
used to be. Instead, an all-new steel chassis with a thicker backdisplacement was first used by Harley as far back as 1921, the 72’s
bone was designed for the Sportster family. It no longer used the
88.9 x 96.8mm bore and stroke only slightly more square than the
engine as a stressed member, yet it provided 26% greater tor1922 JD big twin’s 86.97 x 101.6mm.
sional rigidity than its predecessor, and it suppressed practically
2012 Harley Sportster 72
Scott Rousseau
1960s custom
looks meet modern
functionality
C
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JUNE 2012 ● MOTORCYCLE CONSUMER NEWS
Brakes, Wheels & Tires
The 72’s patented “uniform expansion” non-floating rotors are
standard Sportster fare. Clamped by a two-piston floating front
caliper, its single 292.1mm front disc delivers excellent initial
bite and very good modulation without the wooden feel of some
of its Big Twin sisters. The same cannot be said for its singlepiston, 260.1mm rear brake, which lacks the good feel of the
front. But that didn’t prevent the 72 from consistently posting
excellent stopping distances from 60 mph during our braking
trials, including a best of 120.7'. Here again, chassis instability is
not a concern even under hard braking.
Bias-ply Dunlop whitewall tires and laced spoke wheels further
sell the ‘60s custom look, the 72 riding on an MH 90-21 (M/C
54H) mounted to a 2.15" x 21" rim up front and a 150/80-B16
(M/C 71H) on a 3.00" x 16" out back. They provide solid grip and
a consistent feel, although we have to wonder how long the
relatively narrow rear tire will last in light of the Sportster’s potent
torque output.
Scott Rousseau
all of the engine vibration that used to make the Sportster
experience more akin to riding out an earthquake. On the
downside, the Sportster gained a lot of weight in the process.
For the sake of comparison, our 72 weighed in at 559.6 lbs.
with a full fuel load, compared to 529.0 lbs. for the 2000model XL1200 Sportster Sport, the last of the non rubbermount Sportsters we tested. Some Sportster aficionados
might think that the extra heft has taken some of the “sport”
out of the Sportster by giving it a heavier steering response,
but after riding the 72, we’d have to disagree.
With its 30.1° rake, 5.3" of trail and a 60.0" wheelbase, the
72 is pretty much on par with the rest of the Sportster family when it comes to numbers, but, crazy as it sounds, the
72’s 21" front wheel actually makes the Sportster feel more
light and precise through corners than some of the 19" front
wheel-shod models we’ve tested. The difference may lie in
the larger front hoop’s increased gyroscopic effect, which
increases steering stability when heeled over in a turn. Yet
the 72’s steering doesn’t feel heavy-handed in the least,
inspiring confidence in the twisties. As is the case with most
low-slung cruisers, its forward-mounted footpegs will scrape
tarmac before its front tire grip is compromised by steep
lean angles. It’s also nice to know that the 72’s chassis is rock
stable, even at triple-digit speeds. Despite its show bike custom
looks, this may be one of the finest-handling Sportsters we’ve
ever experienced.
But the 72’s suspension comes up short, literally, when it comes
to day-to-day traversing of well-traveled highways and byways.
There’s a price to be paid for that low-slung “digger” look, and
it comes due via the 72’s stubby, chrome, preload adjustable
Showa coil-over shocks, which offer a scant 2.12" of rear wheel
travel. While the rear suspension action is barely adequate on
smoother roads, freeway expansion joints quickly take their toll
on the rider’s spine, and the occasional pothole can be a gutwrenching experience. While loafing along during one of our test
rides, two different testers hit the same rough spot in the road
and bottomed out the rear end. The resulting shockwave through
the chassis was forceful enough to rotate the handlebars in their
clamps. As Harley’s customers continue to crave the low-slung
styling of its latest models, we suspect that the pain of restricted
rear suspension travel will be around for years to come.
On the other hand, the 72’s non-adjustable, 39mm Showa
conventional fork holds up its end of the deal just fine. Its 5.69"
of travel soaks up most of the road ripples encountered while
cruising, and its composure when cornering at higher speeds is
quite admirable. No complaints here.
Ergonomics & Attention To Detail
Mounted on 2" chrome risers, the 72’s 10" tall mini-ape handlebars offer a comfortable reach and a bend that doesn’t irritate
the wrists. But in this position, your arms will gather enough
windblast between them at freeway speeds to remind you that
this Sporty is best enjoyed at a more moderate pace. Its forwardmounted controls are well-placed. They’re not too cramped for
taller riders, nor do they leave short-legged ones stretching to
reach them. Perched just 28.25" from the ground, the Sportster’s
textured solo seat looks cool, and it isn’t as bad as you might
think, but it’s still the proverbial weakest link in the ergonomic
chain. More padding and/or a wider shape would be much appreciated even on shorter rides, although short rides are to be
expected on the 72 anyway. Averaging 43.3 mpg, it’s a Hog, but
it isn’t a gas hog. Even so, the Sportster 72’s 2.1-gal. “peanut” gastank will force you to seek out a gas station every 90 miles or so.
But that small tank is a key element in the Sportster 72’s looks,
and even the most ardent old-school custom freaks would be hard
pressed to find fault with its ‘60s-era persona. Its eye-popping
Hard Candy Big Red Flake paint job, accented by period-correct
pinstripes on its tank and fenders is exquisite, and the vibrant colors contrast nicely with the 72’s gray powdercoated engine, its
slashcut, 2-into-2, staggered shorty exhaust and its shimmering
chrome air cleaner and covers. The sleek look of its chopped rear
fender is complemented by Harley’s combined stop/turn taillight
assembly and swing-away, side-mounted license plate bracket.
The vibe is far out and groovy, even by Harley standards.
Final Thoughts
Coming into this evaluation, we were concerned that the Sportster 72 would represent style over substance, but we figured that
if its performance and comfort were half as good as its looks, it
would be tolerable. Surprise, the Sportster 72 met or exceeded our
expectations in every category but the one where we knew it
wouldn’t—rear suspension. Its engine performance and transmission are superb, it’s light-handling for a heavyweight cruiser,
and its ergonomics aren’t nearly as extreme as they appear to be.
Beyond that, the Sportster 72 nails the 1960s kustom kulture
vibe like no other production cruiser today, and it offers a whole
lot of cool for its $11,199 MSRP. Rear suspension woes aside, it
performs far better than any of the genuine old-school diggers and
choppers it seeks to emulate, and that’s just candy apple icing on
the 72’s metalflake cake.
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●
JUNE 2012
21
Model Evaluation
Right: With a scant 2.12" of available
rear wheel travel from its preload
adjustable twin rear shocks, the 72’s
rear end can deal some harsh blows
whenever large bumps are encountered.
Chrome fender supports, stop-turn-tail
lighting and side-mount license plate
add to the 72’s cool custom look.
Above: Harley-Davidson’s 45° Evolution Vtwin was the catalyst for Harley’s renaissance in the 1980s, and it’s still going
strong today. Its undersquare, 88.9 x
96.8mm bore and stroke churns out useable torque throughout its 6000 rpm rev
range, delivering plenty of muscle.
Left: Mini-ape handlebars feature a 10"
rise and are perched atop a 2" rise clamp.
Reach and width are comfortable. The
speedometer lacks a digital tach feature.
Right: The Sporster 72’s solo seat is lifted straight from its 1940s-retro sister,
the Sportster 48. While the seat fits the
overall theme of the 72, it’s narrow and
thin, hindering long-term comfort.
Left: The 72’s 2.0-gal “Peanut” gas tank
hurts range, but it sure looks good. The
Hard Candy Red Flake and Gold pinstripes
harken back to the outrageous customs of
the 1960s. The finish duplicates the “wet”
look of lacquer but is actually a complex,
multi-stage polyurethane paint system in
which each flake is coated with an aluminum film and tinted red—a ‘60s look
but with modern durability.
All Photos By Scott Rousseau
Below: Whitewall tires adorn chrome,
laced-spoke rims front and rear. The 72’s
skinny, 2.15" x 21" front wheel looks chopper-cool but offers excellent grip and stability when cornering. Likewise, the
292.1mm disc offers excellent bite and
modulation for surprisingly quick stops.
TESTERS’ LOG
I don’t consider myself an old guy, but I can remember when
hard-core Harley riders treated Sportster riders as social lepers when it came to the hierarchy within the ranks of “the club.”
Of course, Harley certainly hasn’t forgotten the Sportster’s
ability to pull new members into its fold, and thanks to new
Sportster models such as the Nightster, the 48 and now the 72,
younger riders are flocking to the brand in droves.
One ride on the 72, and it isn’t hard to see why. Its excellent
fuel injection delivers kick-in-the-pants torque, its five-speed
transmission shifts smoothly and it handles far lighter than
its 560-lb. weight would suggest, making the 72 just as much
fun to rumble along the backroads as the boulevards. Its front
brake delivers excellent bite, allowing the Sportster to stop
shorter than some sportbikes, and its ergos are more comfortable than their radical looks imply. Of course, I’m smart enough
to know that my back won’t handle the 72’s squat rear end and
thin seat for too many miles, but the kids will love it!
—Scott Rousseau
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JUNE 2012
●
MOTORCYCLE CONSUMER NEWS
When I first laid eyes on the Sportster 72, I worried that it
would have the same uncomfortable ergonomics, lousy ground
clearance, brutal ride and clumsy controls of its vintage inspirations. But I was very pleasantly surprised. Although the skinny
seat felt even narrower than it looked, and my back still hurts
from one particular dip in the road, its riding position is actually
rational; with an easy reach to the foot control and handlebars
that offer good control without tiring my arms. Even better, the
motor has excellent driveability and a great sound. In fact, it
actually seems to prefer a rapid pace, and 70 mph cruising felt
relaxed. The transmission is also very good, slick and quiet most
of the time—without the constant loud bolt-action “clack” that
had become an unofficial H-D trademark. But, saving the best for
last, what really blew me away was its handling…seriously, its
handling. Not only was the lean angle available before grinding the
peg feelers adequate, but with the pegs knocked back, you could
almost lay the sucker on its side, and it still stuck like glue.
Man, that’s totally cool!
—Dave Searle
2012 Harley-Davidson Sportster 72
SPECIFICATIONS AND PERFORMANCE DATA
ENGINE
PERFORMANCE
Type:................ Air-cooled 45° V-twin
Valvetrain: ...... OHV, 2 valves per cyl.,
hydraulic, self-adjusting valves
Displacement: ........................1200cc
Bore/stroke: ................88.9 x 96.8mm
Comp. ratio: ..............................9.7:1
Fueling: ....Electronic sequential port fuel
injection
Exhaust:.............2-into-2 w/crossover
Measured top speed ......108.0 mph
0–1/4 mile........................13.69
..................................@ 95.01
0–60 mph ....................5.32 sec.
0–100 mph ..........................n/a
60–0 mph ........................120.7'
Power to Weight Ratio ......1:10.24
Speed @ 65 mph indicated ....65.2
DRIVE TRAIN
MC RATING SYSTEM
Transmission: ......................5-speed
Final drive: ..................................Belt
RPM @ 65 mph/rev limiter:..........n/a/6000
EXCELLENT
VERY GOOD
GOOD
FAIR
POOR
ERGONOMICS TEMPLATE
40.0"
D
E
n/a
37.75"
n/a
C
12.4"
SUSPENSION
61.25"
42.2"
Wheelbase: ................................60.0"
Rake/trail:............................30.1°/5.3"
Ground clearance: ......................5.75"
Seat height: ..............................28.25"
GVWR: ................................1000 lbs.
Wet weight: ........................559.5 lbs.
Carrying capacity: ..............440.5 lbs.
Horizontal (nose to)
A: Passenger seat
(middle). B: Rider
seat (middle). C:
Handgrip (center).
D: Passenger footpeg (center). E: Rider
footpeg (center).
n/a
A
B
28.25"
n/a
DIMENSIONS
Vertical (ground to)
F: Handlebar (center). G: Rider footpeg (top). H: Rider
seat (lowest point).
I : Passenger peg
(top). J: Passenger
seat (middle).
:::::
––––Heavyweight Cruiser––––
::::.
Engine
:::::
:::::
Transmission
:::::
:;...
Suspension
:::::
::::.
Brakes
:::::
::::.
Handling
:::::
::...
Ergonomics
:::::
::::;
Riding Impression
:::::
Instruments/Controls :::..
:::::
:::::
Attention to Detail
:::::
::::.
Value
:::::
SAE CORRECTED REAR-WHEEL HORSEPOWER
SAE CORRECTED REAR-WHEEL TORQUE, LB. FT.
Front: ...... Showa 39mm conventional
telescopic forks, non-adjustable,
F
G HI J
:::;.
OVERALL RATING
:::::
5.69" travel
Rear: .. Twin Showa coil-over shocks,
MISCELLANEOUS
DYNAMOMETER DATA
five-position adjustable preload, 2.12"
•
::::.
travel Instruments: Analog speedometer dig- Low end
•
59.81 lb.-ft.
ital odometer, dual tripmeter, clock Mid-range :::;.
BRAKES
Indicators:..........hi-beam, t/s, neutral, Top end
54.67 hp
::;..
Front: ...... Single 292mm (11.5") fixed
low fuel, oil temp.
Harley-Davidson’s veneradisc w/two-piston caliper MSRP: $10,499, ($11,199 as tested)
ble four-cam Evolution
Rear:......Single 260mm (10.24") fixed Routine service interval:........5000 mi.
engine still lives happily in
disc w/single-piston caliper Valve adj. interval: n/a (self-adjusting)
the Sportster line. Its
abundant low-end torque
Warranty: ......2 years/unlimited miles
TIRES
and crisp EFI deliver
Colors: ..Hard Candy Red Flake, Black
excellent driveability withFront : ..MH90-21 Dunlop D420F M/C
Denim, Big Blue Pearl
out generating the
uncomfortable heat of its
54H on 2.15" x 21" spoked wheel
Twin Cam sisters.
Rear:......150/80-B16 Dunlop D421 on
RPM, THOUSANDS
3.00" x 16" spoked wheel
ELECTRICS
Battery:.............................. 12V, 12Ah
Ignition: ..............................Electronic
Alternator Output: 405W @ 3000 rpm
Headlight: ..............................60/55W
:
:
:
FUEL
Tank capacity: ........................2.1 gal.
Fuel grade: .......................... Premium
High/low/avg. mpg: ......47.2/38.0/43.3
:
:
:
TEST NOTES
PICKS
Venerable Evolution V-twin is fun and nearly shake-free
Surprisingly quick handling belies its chopper looks
Harley nailed the ‘60s custom vibe, but with function
PANS
Stubby rear suspension makes for a stiff ride
Clutch and rear brake need more refinement
“Peanut” gastank limits range to less than 100 miles
STANDARD MAINTENANCE
Item
Time
Parts
Labor
Oil & Filter....................0.5 ............$33.25............$40.00
Air Filter....................0.5 ..........$24.99 ..........$40.00
Valve Adjust..............n/a ............n/a ................n/a
Battery Access ..........0.3............MF ..............$24.00
Final Drive..................0.3 ................................$24.00
R/R Rear Whl.............0.7 ................................$56.00
Change Plugs............0.5 ............$7.98. ........$40.00
Synch EFI ..................n/a ................................n/a
Totals ................2.8 ........$66.22 ......$224.00
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JUNE 2012
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