Lighting and Air

Added two upgrades yesterday: an upgraded headlight bulb and and a replacement air filter that is supposed to help flow more air.

First the lighting. The single headlight on the XR is OK, but just OK. I don't ride a lot at night, so haven't really worried about it. On Saturday, by happenstance, I met the east coast rep for PIAA during an open house at Bob's BMW in Laurel, MD. He suggested a replacement H4 bulb. This isn't just an OEM replacement. From the PIAA website, the Extreme White Plus is "rated at 4000K and providing 110watts of light from only 55watts." (PIAA part number 70456). The bulb is a drop-in replacement for the stock bulb.

The job wasn't hard, but it's not like reaching in and pulling the bulb out. I had to take my windscreen off (easy since I bought the quick disconnect one from HD). Then the headlight trim ring comes off (phillips screw driver). The headlight comes out easy enough and disconnects from the wiring. The bulb is retained with a funky clip under a rubber cover that prevents water from getting in. The bulb comes out easily and the new one goes in the same. Just have to be careful to get the clip back right. Total time about 20 minutes.

Glad I had the shop manual (which by the way is the standard Sportster shop manual with XR specific sections).

The second was replacing the factory air filter with the Pipercross Air Filter. I had ordered the replacement filter months ago from Cal-Superbike, the US distributor for the Pipercross filter. This was a very common modification referenced on the XR forum, so I figured I'd give it a try. I have heard that K&N might come out with one that flows more air, so I might be doing this again.

The job was a little more involved than the headlight. Again, glad that I had the shop manual. The gas tank has to be removed to replace the filter. The seat comes off, then the cover for the gas tank (four of the hex screws on the gas filler cap hold the cover on). This exposes the two screws that hold the air cleaner to the gas tank (but you can't pull the air cleaner off since it fits up into the gas tank from underneath. Lastly, the two bolts holding on the tank at the front and rear come out. The tank lifts off pretty easily (replacing it's more trouble since you have to make sure the tabs that hold some other commonents which share that front bolt to the gas tank are properly lined up).

Once the gas tank is off, the filter cover comes off easily. The filter has a rubber lip (stock and replacement) that bends to fit the contours of the filter housing. Easy to fit it in.

Put everything back together. Fingers-crossed that it'll start ...and it does. Don't notice much difference...maybe a slightly crisper response to the throttle, but that could by me projecting. After spending $87 for the new filter, including shipping, you have to hope it makes some difference, right? (From what I read from the XR Forum, the actual performance benefit may be negligible. If you're considering this, you might wait until the K&N model is out.)

Brake pads

Probably one of the cheapest upgrades available. The stock brake pads are fine for basic street bike use. For more aggressive riding, better pads provide both improved stopping power and feel. I've found that the stock pads on the XR provide good power, but not like the brakes I'm used to on my sport bikes. To see how different pads will change the braking, I ordered EBC HH Superbike sintered pads to try out (Front part number FA296HH, 2 sets). At the same time, I plan to replace the brake fluid with high temperature racing fluid and bleed them carefully. More on the results when I've installed them.

Comfort for the seat of my pants

"Feel" on your motorcycle is translated through three points of contact - hands, feet and your butt. Seat selection is important and I've always replaced the OEM seat with something more suitable to my riding, not to mention my posterior.

The stock seat on the XR1200 isn't bad. I did the 10 day trip through New England - maybe 1200 miles total - on the stock seat and never once thought about the seat. Thehighest compliment you can pay to the motorcycle seat is that you don't notice it even after the longest day.

Still, not to be deterred, I switched the stock seat out for the Saddleman Seat Pad ($225) from Storz Performance (purveyor of many tasty items for the XR1200 and the company from which HD had to acquire the name rights).

The Saddleman Seat Pad is a direct replacement for the stock seat. My initial motivation was about 1" more height. At 6'4" my legs can use the extra space. The added benefit was a more rounded edge on the seat and a little more room to slide back.

After six months of use, I'm hooked. I love the seat and how it feels. This summer will provide a good test of benefits in endurance conditions when we head to Colorado for a week long trip. More on that in a subsequent blog.

Do these shocks make my butt look bouncy?

I'm 6'4", so nothing is going to make my butt look bouncy. The stock shock on my XR1200 is doing its best. With no adjustments for damping and softly sprung, even for my slim 185 lbs, I feel like the bike's out of control when the curves get a little bumpy. Mostly I've been commuting on it, which the stock setup does just great. When I get out on the curvy backroads, or try to chase down my friend John, the pegs are dragging before I come anywhere close to the tires' edges.

As I explore the options out there, I find a couple solutions:

• A 2" riser block that raises the back of the bike provides more ground clearance, but doesn't cure the shock's limitations.


• Several options for aftermarket rear shocks that are still the stock length and have much better damping and springs matched to rider weight.

Or, I can go with the best - Ohlins - the acknowledged choice of racers and OEM equipment on top sport bikes like Ducati's S models.

The consensus of most riders on the XR1200 forum is that the Ohlins are a preferred choice, though pricey. The Ohlins come in lots of configurations, but good information about them for the XR1200 prove hard to find. Best source is the XR1200 forum thread on Ohlins. A quick check of the OhlinsUSA website lists an option for the XR1200, but it's the stock length with only a minor length adjustment (HD 907: HD XR 1200 2009 S36PL: $875.00 a pair).

Since the XR1200 was introduced in Europe first, I find lots of suppliers over the pond. (Harley Davidson wasn't sure American buyers would go for this sport-oriented model even though it was designed along the lines of HD's winning U.S. flat-tracker racer). Adrenalin-Moto, the self-proclaimed leading purveyor of all things XR1200 related, has lots of rear suspension options along with other goodies that make my head spi and my credit card smoulder. With the dollar doing so poorly, however, this is an expensive way to get the shocks.

I'm looking for a U.S. distributor, so I email a general information email at OhlinsUSA. I get a quick response from Jerry Wohlgemuth: "many shocks available, from very basic to highly adjustable. All we need is an eye to eye length & shock 'type' & we can put something together for you. Shock prices range from $550.00 up to $1450.00 a pair." He provides a contact name and phone number for a distributor that can help me put together the package I want.

After a long conversation with Jim at Pro Pilot Racing about what I'm looking for, he rings off to do some more research on options. We settle on the HD852 (36TRCL) which is the Ohlins shock used in the Trophy racing series in Italy. At 415mm long, this shock is about 2" longer than the stock shock (360mm). It has compression and rebound damping adjustments and and a length adjustment of +/- 5mm. The shock is shipped from Ohlins in Sweden and arrives about 6 weeks later.

I'm anxious to mount them up, but we're deep in a cold snap. I have to wait a couple days for the temperatures to get back above freezing. Taking the old shocks off is easy. Putting the new ones on turns out to not be quite as easy. Because of the longer length and the geometry in the back, the new shocks interfere with the mid-mount for the exhaust system. After removing the exhaust, it takes about twenty minutes with the metal file to shave 1/4" off the bracket. That gives the shock enough clearance so that the springs don't rub on the mount.

Tighten everything up and it's ready to ride. The yellow springs and gold damping resevoir look trick.

One worry was whether the longer shock would work with the stock kickstand. I'd seen several posting that it wouldn't, but in my enthusiasm I had ignored this warning. Turns out everything works fine. The bike leans over a bit further on the side stand, but seems even more stable after the modification.

Sitting on the bike, the difference is immediately noticeable. I've got a 36" inseam and I'm on the balls of my feet. Feels like a dirt bike. Immediate impressions, bouncing up and down while seated, is of firm springs. A short ride doesn't reveal much of their performance but confirms no rubbing and everything working properly. I've done several rides since and the shocks are firm but not harsh. They seem to soak up bumps better than the stock shock and I love the taller feel. Since the roads are still icy and cold, I haven't yet tested the full performance yet.

The insatiable desire to change

I was going to title this "the insatiable desire to improve". That would give me a little too much credit. Harley Davidson created a great motorcycle in the XR1200. The changes I plan to make should improve it, at least for my purposes. In the past however, I had made some changes to my motorcycles that didn't always improve them.

I remember bolting on the Screaming Eagle mufflers to my first Harley - a 1999 Dyna Superglide Sport. When I started it up in the garage, I thought the green lights had just tripped at the AHRA drag races. It was so loud in the enclosed space of my garage that all concious thought was driven from my brain. I turned it off, still hearing the ringing in my ears like the morning after a rock concert. So much for improvement. I put the stock mufflers back on and enjoyed the mellow rumble.

When I first bought the XR1200 (December 2008), I vowed to keep it stock for a year. That lasted until January. The first modification was a small "Super Sport" windshield (HD 57260-08). Easily detachable if you want to ride naked. Just large enough to take the wind pressure off my chest at 70+. And, short enough to keep the turbulence off my helmet. I hate being a human bobble-head.

The second change, in preparation for a 10 day tour of New England, was to add bungee bars (HD 90363-08). These bolt to the stock seat pan tuck in neatly, barely discrenable unless you're looking for them. A decades-old tail pack, and a small tank bag that's been through the last three bikes, carry me easily for 10 days.

At the time of purchase, I negotiated with the dealer to swap the free leather jacket they were offering for stainless steel braided brake lines. At the first service, they put the new lines on in place of the stock ones. I can't say that I could tell the difference. On the track, though, I think these will prove to be a valuable addition.

Now comes the serious question - what next? I don't want cosmetic changes. Most people add power first. Keith Code's California Superbike School has taught me that power isn't what I need, it's handling. The stock rear shock would be fine for most Harleys, but not for my bike and from the post in the XR1200 online forum, not for most XR1200 buyers. I've scraped the peg feelers and even the front exhaust shield without even really pushing. Time for a new rear shock. More on that in my next post.