Đánh giá harley davidson 1200 custom 2023 năm 2024
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Trong tháng 12 này, giá niêm yết xe Harley-Davidson tại thị trường Việt Nam vẫn giữ nguyên như tháng 11 vừa qua. Bảng giá xe Harley-Davidson tháng 12/2023: Harley-Davidson SuperLow: 350 triệu đồng. Harley-Davidson Iron 883: 379,7 triệu đồng. Harley-Davidson Iron 1200: 439,5 triệu đồng. Harley-Davidson 1200 Custom: 459,8 triệu đồng. Harley-Davidson FXDR 114. Harley-Davidson Forty-Eight Vivid: 469,4 triệu đồng. Harley-Davidson 1200 Roadster: 479 triệu đồng. Harley-Davidson Street 750: 370 triệu đồng. Harley-Davidson Sportster S: từ 639 triệu đồng. Harley-Davidson Pan America 1250 Special: từ 829-869 triệu đồng (tùy màu sơn). Harley-Davidson Sport Glide: 934 triệu đồng. Harley-Davidson Road King: 1,127 tỷ đồng. Harley-Davidson Police Road King: 976 triệu đồng. Harley-Davidson Street Glide Special: 1,265 tỷ đồng. Harley-Davidson Road Glide Special: 1,265 tỷ đồng. Harley-Davidson Ultra Limited: 1,432 tỷ đồng. Harley-Davidson Ultra Limited Low: 1,481 triệu đồng. Harley-Davidson Street Bob: 579,1 triệu đồng. Harley-Davidson Low Rider: 599,2 triệu đồng. Harley-Davidson Fat Bob 114: 679 triệu đồng. Harley-Davidson Fat Boy 114: 749,2 triệu đồng. Harley-Davidson Breakout 114: 759,4 triệu đồng. Harley-Davidson Heritage: 1,021 tỷ đồng. Harley-Davidson Heritage Classic 114: 779 triệu đồng. Harley-Davidson FXDR 114: 799,5 triệu đồng. Harley-Davidson CVO Street Glide: 1,93 tỷ đồng. Harley-Davidson CVO Road Glide: 1,999 tỷ đồng. Harley-Davidson CVO Ultra Limited: 2,249 tỷ đồng. Harley-Davidson CVO Limited Anni: 2,359 tỷ đồng. Harley-Davidson Low Rider El Diablo: 1,039 tỷ đồng. Harley-Davidson Ultra Limited Anniversary: 1,7 tỷ đồng. - Video đánh giá Harley-Davidson Sportster S. Nguồn: Đường 2 chiều. Ngọc Hân (Nguồn: Harley-Davidson) Let’s get the elephant in the room outta the way first for those not immersed in the Harley line-up like… well, me – and I’m guessing a bunch of the target market for this redesign, the Sportster is quite obviously not a sportsbike. Not in the modern sense of sportsbike equating to corner carvers. It’s definitely got the grunt side of the equation covered, however a quick peek at that 160 section FRONT tyre should give you a pretty clear indication of intent. But it’s more complicated than that. As I found out. The Sportster is a bit of an Icon actually. It sits low and imposing, looking for all the world to be carved/poured/chiselled from a massive single lump of metal. The redesign uses the same new Revolution Max 1250 engine that I quite liked in the Pan Am, although this one is surprisingly detuned down to 121 hp and 127 Nm of torque – that torque coming in slightly lower in the rev range. Like in the Pan Am, it doesn’t make the signature Harley exhaust note which I still think is a shame, but it’s not an unpleasant note. It revs freely, is well fuelled and puts on serious speed in short notice. More so when you note that despite it being quite stripped back, it’s still a fairly hefty bike tipping the scales at just under 230 kg. First impressions are dominated by that stance. It’s scoochy. And the positively gargantuan twin mufflers and pipe that sweeps under your right leg. ‘That’ll get warm surely’ says me to myself on my first walk around. Spoiler alert. Yes, it does. I didn’t do much slow crawling in traffic, but it was warm. Not Ducati Panigale roasting my chestnuts hot, but I reckon it might have the potential to be… You also can’t help but notice the headlight shape. As subjective as styling always is, I’m not sure it matches the rest of the bike personally. Mind you, I said the same thing about the Pan Am which is either a bizarre coincidence, a deliberate ploy, or the same guy designed them both… Sitting on the bike, it’s certainly comfy enough. The seat is nicely shaped and plush under your butt. Bars are an easy reach. Then you look down to see the pegs waaay more forward than you might be used to, if you’re not a cruiser rider. Feet forward riding definitely takes a few kays to get used to, even for someone who rides quite the variety of bikes. Ease away from a standstill and you are immediately struck by a couple of things. First, the clutch and whole driveline is bloody friendly for a big lump. It’s a lovely thing. Light clutch, good feel, smooth bottom end all combine to quickly put any reservations you might have about the odd riding position at ease. Then you get to your first corner. Holy cat snot, it takes some physical effort to move it away from dead straight and initiate a turn. The stiffest steering bike I think I’ve ever ridden. As in you wonder if they did the head stem up over tight sort of stiff. Or a fat tyred mountain bike if you’ve ridden one of those. Turns out, after some time on the bike, that you can use the forward mounted pegs to help initiate change of direction quite effectively. A firm push on the peg in the direction you want to go helps tip it in and soon enough you no longer notice the effort. It’s odd at first, but once you get used to it, it’s low speed handling and manoeuvrability is surprisingly good. In fact, it’s more than pleasant to corner once you get your head around it. You just have to take some time and find the rhythm of the bike. I was surprised to find that I managed to roll it right over to the edge of that fat front tyre quite comfortably. Your only limitation is the fact that you’ll start scraping metal at some point… as I found out mid-shoot. It was just the feeler bolts under the foot pegs, doing their job and telling me that that was enough lean angle thanks very much. It may or may not scare the crap out of you when it does it touch down, depending on how aware you are that you’re getting close. Let’s just say that I thought I still had a ways to go – which also shows how planted it feels on its side. The engine and gearbox really are excellent for what is a first edition redesign. Shift is smooth, power is great, surprisingly grunty at times – I figured it had more than 121 hp until I rechecked the specs to be honest. It pulls hard. Maybe the ride position accentuates that feeling because you have to hang on. I found myself often mashing the throttle open just so I could be rewarded with a solid lunge at the horizon. It’d be interesting to line this up next to a Pan Am and see who takes the flag at 400m… Gearing might favour the Sportster, at least to begin with I reckon. I didn’t mind the little dash. And the ride modes are controlled quite easily, with the push of one button on the right hand switchblock. There are a lot of buttons on the bars though. Controls for everything from turning the TC off, push to talk, music, cruise control, main menu controls. Too much for my liking, I’d have liked to see the stripped back theme continue through to the bars and switchgear but that could be just me. Speaking of the TC button – it obviously works – push and hold for a bit and you’ll see the TC symbol appear on the dash. At which point you’re good for skids. That Harley-Davidson branded rear tyre held up pretty well too post burnout. So that’s a plus. So it goes pretty good and steers surprisingly well once you get your head around it and tune yourself in. How is it on real Aussie roads then? Well… I do see it having a couple of issues. First, its single front 300 mm brake is a bit of a case of form over function I reckon. Regardless of the fact that it’s being grabbed by a four-pot Brembo, it doesn’t deliver the braking performance that it probably should. This is a big heavy bike with serious grunt, and should come with braking ability to match. That clean wheel design from the right hand side does look nice, but that might not seem so important if you aren’t able to pull up in time to avoid something. As a result of the lack of braking performance, you end up leaving a bigger gap in front of you when riding, in order to accommodate. The last issue for me was the rear suspension. While the front is actually pretty good, there’s only so much you can achieve with 51 mm of travel in that rear end. Combined with the upright, feet forward ride position, any serious bumps were genuinely painful as they were sent directly to my lower back. Twice within a hundred metres I was ejected off the seat into the air in one admittedly not great stretch of tarmac North of Deans Marsh. On a smooth road you won’t notice it, but if you hit a pothole or rough patch, it’ll rattle your cage pretty hard. Now depending on the type of rider you are, that may or may not be a big deal. Your local roads might be better than mine, indeed your back might be too – neither would surprise me. To be fair – I’m not sure I’d let either of the braking or short travel limitations stop me from buying the bike if I was that way inclined, though I do think it should come with a twin-disc set-up. Time to wrap up. I enjoyed this much more than I thought I might initially. The more I rode it the more I liked it. And at 26 and a half big ones to ride away, it’s probably cheaper than I would have first guessed too. While I think it’s left wanting in a couple of areas, on a good smooth road it’s certainly a nice thing. There was even one on the floor at the Dealer that had an aftermarket pipe set-up on it that looked even better. I couldn’t imagine that stock set-up staying in place too long… Why I like the 2022 Harley-Davidson Sportster S
I’d like the 2022 Harley-Davidson Sportster S more if…
Harley-Davidson Sportster S SpecificationsEngineRevolution Max 1250T, chain-driven, DOHC, hydraulic self-adjusting lifters, intake & exhaust VVT; four valves per cylinderBore x stroke105 mm x 72.3 mmDisplacement1252 ccCompression Ratio12.0:1Engine Torque94 ft-lb (127 Nm) @ 6000 rpmPower121 hp (90 kW) @ 7500 rpmFuel SystemElectronic Sequential Port Fuel Injection (ESPFI)Air CleanerDowndraft intake, tuned velocity stacks, washable filter mediaExhaust2-into-1-into-2; catalyst in mufflerLubrication SystemSemi-Dry SumpPrimary DriveGear, 49/89 ratioFinal DriveBelt, 80/34 ratioClutchMechanical, 8 plate wet, assist & slip, 1090NTransmissionSix-speedFrameStressed-member, high strength low alloy steel trellis frame; stamped, cast, and forged junctions; MIG welded; aluminum forged mid-structureSwingarmHigh strength low alloy steel, tubular sections, stamped x-member, forged axle junctions; MIG weldedFront Fork43 mm inverted fork with compression, rebound and spring preload adjustability. Aluminum fork triple clamps.Rear ShocksLinkage-mounted, piggyback monoshock with compression, rebound and hydraulic spring preload adjustabilityWheelsAluminum cast, satin blackWheels, Front Width4.50 x 17 in.Wheels, Rear Width5.00 x 16 in.Brakes320 mm front rotor, radial monoblock four-piston caliper, 260mm rear rotor, single piston caliper, ABS |
