When Harley-Davidson’s XR1200 burst onto the European biking scene in 2008, it was the first Harley that hadn’t first made its debut in the States. That stands to reason – our Euro biking brethren have always had a greater passion for sportier machines and with its race-winning DNA, the XR1200 was an instant, unmitigated hit on the Continent.

But this time around, there was an accompanying chorus of protests from U.S. riders, demanding that the Motor Company bring the XR Stateside as well. Lucky for us all, Harley decided to do just that for 2009. To which we say, “Hallelujah!”

Nuts and Bolts
As you might have already read elsewhere, the XR’s air-cooled, powdercoated 1203cc Evolution mill is pretty darn close to standard issue Sportster equipment, but with several notable performance upgrades. The big news includes a larger, more efficient airbox, performance cams, downdraft fuel injection and new oil-cooled heads. An upswept, high-volume 2 into 1 into 2 exhaust system is likewise optimized for efficiency while tossing in a stylistic acknowledgement toward Harley’s flat-track history to boot. Mix in a higher 10.0:1 compression ratio and expand the redline to 7,000 rpm, and you have a claimed torque figure just shy of 74 lbs-ft at a low 4,000 rpm, pumping out an alleged 90 horsepower at 7,000 rpm (it’s more power but less torque than other 1200 Sportster models).

Harley says a stiffer, hollow cast aluminum swingarm also offers better stability than the box-section steel item found on stock Sportsters. The XR’s designers also pulled out an old trick to get to their desired steering geometry. A “split-rake” sets the fork angle at an aggressive 27.8 degrees, with the steering head angle at 29.3 degrees. That beefy looking 43mm upside-down Showa is non-adjustable but it offers more than five inches of travel. And although the traditional twin coil-over shocks out back offer preload adjustment, Harley doesn’t include the tool. At least the Motor Company got wise and dialed up 9-time AMA Grand National Champion Scott Parker to help with the chassis and handling development for this latest Sportster. More on that later.

Up front, the XR’s lightweight 3-spoke cast wheels get shod with Dunlop Qualifiers developed specifically for it. A pair of 4-piston dual disc Nissin calipers mounted on the 18-inch front wheel handle the ‘whoa’ power. A wide dirt track-style handlebar lends the XR1200 an accessible yet distinctive look, and those ummistakeably retro tank graphics are the perfect complement.

On the Road
We couldn’t quite pin down the XR1200’s targeted niche, so we asked Bill Davidson, VP, Core Customer Marketing for Harley, for some input. He grinned and essentially told us, “this is not your granddad’s Sportster.” We were about to find out how right he was.

Climbing aboard our XR test unit, we were struck by how this Harley strikes a nice compromise between aggressive canyon bomber and upright daily driver. The reach from the saddle to the wide bars is pretty painless, though we’d guess the seat-to-peg angle may feel cramped for six-footers. And we’d guess the slightly upright seating position might also alienate diehard cruiser types who prefer a more laid-back slouch.

The patch of leather that doubles as a seat is somewhat thin and narrow, though we liked its rider-friendly 30.5-inch height. When you’re in the saddle, your eyes will instantly fix on the large analog tach centered just above the handlebar along with a small digital speedometer to the left. Both are conveniently positioned right in your line of sight.

Press the starter button and the power pulse flooding through the engine is instantaneous, though eerily smooth – this is no old-school, paint-shaking Sportster. Coaxing the XR through the hilly terrain north of San Diego takes a lot less effort than we expected, even if we’re trying to somehow tail Scott Parker up at the head of the pack. It’s hard not to be impressed by this Harley’s ability to blitz the tighter mountain curves, and the 580-pound machine moves deceptively well. The readily accessible torque curve is a right where you need it, and those Dunlop Qualifiers certainly help the cause when you’re heeled over. The flat-track-style rubber has been specially designed for this bike and it sticks you to the tarmac as advertised.

Once you start hitting pavement acne, the fork manages to suck up most deflections and does an excellent job of keeping the front locked onto the asphalt. We can’t say it offers much compliance over sharp-angled bumps, though, and frankly, for the price, we wonder why the XR doesn’t sport adjustable preload up front as well. When the road tightens up, the XR1200 turns surprisingly well and stays on target through the arc with plenty of room for lean angles on either side, though you can scrape the footpegs during hard cornering. The bike holds its own with solid grip and stability in most situations.

At highway speeds, the XR1200 cruises comfortably, if somewhat harshly and there’s basically no wind protection (though that’s not the point of this bike). Acceleration is stout, and although gearing feels a bit tall, it never gets in the way of our more spirited hits on the throttle. And those Nissin brakes are absolutely stellar: the new dual four-piston pinchers provide such good feel and stopping power, you forget you’re riding a Sportster.

Gearing down for in-town riding, we found the non-hydraulic clutch to be surprisingly usable (by Harley standards, it’s practically hair-trigger), and the 5-speed transmission shifts cleanly, with a nice, clean engagement. And as for that small, unfriendly looking saddle, it turned out to be perfectly acceptable – at least no one in our 8-man riding group had any complaints in 150 miles of riding.

Summary To put it simply, the Harley-Davidson XR1200 is a solid piece of work. We found gobs of great details on this newest Sportster, but we also encountered some disappointments. That plastic tank and oil tank shroud for instance, are decidedly low-rent. Some of the welds are messy and that large unfinished single bolt on the steering head is straight out of Home Depot. But, on balance, the XR1200’s design puts together a nice combo of retro touches and modern details in a spirited package that most definitely looks like nothing else on the street.

In fact, the XR is neither sportbike nor cruiser, but rather an odd kind of standard – or hybrid. The retro styling will get the cruiser crowd, while the modern, upmarket performance bits translate into all-around fun, whether cruising at lower speeds or is blasting up a windy mountain road.