All 2007 Big Twins are equipped with the Cruise Drive six-speed transmission, which debuted on the Dyna line last year. This year, Softails and touring models get a new clutch cable and a further reduction of 7 percent in lever effort. Peak clutch lever effort was reduced by 35 percent on 2006 Big Twins through a redesign of the clutch’s ball-and-ramp mechanism, and a lighter spring. While the system uses O2 sensors in the pipes, catalysts are not required. They work very well and allow the rider to make fine throttle adjustments easily. The new injector nozzles cover 25 degrees, replacing nozzles that offered only eight degrees of coverage. There’s no need to fiddle with a choke lever, as all 2007 Harleys get the improved Electronic Sequential Port Fuel Injection. Turn the switch up on the dash, hit the button and this big-incher starts with a sharp bark. Seating is comfortable, but the high bar splays the hands at an odd angle. H-D states that there are more than 700 new part numbers associated with this new TC96 engine, and that it encompasses many other more subtle updates that contribute to greater reliability and lower maintenance we’ll cover those later. Note that the Twin Cam features a new, lighter camshaft design for ’07 that also replaces the old roller bearings with hydrostatic plain cam bearings. To boost torque, the intake lobes on the new camshafts have been retimed. Not only does allowing the pistons to gallop that much farther down the cylinders increase displacement, but when they sweep farther upward toward the heads they also increase compression from 8.9 to 9.2:1 and necessitate the use of premium fuel. The displacement increase was achieved by stroking it from 101.5 to 111.25mm (4.0 to 4.38 inches), while using the same 95.2mm bore. Sure, its air-cooled, 45-degree, pushrod V-twin engine looks much like its 88-cubic-inch Twin Cam predecessor, but the ’07 now displaces 96 cubic inches (1,584cc) and is essentially a new engine. And while Harley-Davidson has simplified the engine and transmission styling of other model families, the Softails retain the more classic styling cues such as the horseshoe oil tank and exposed oil lines.Īdvertisement The Heritage Softail Classic is a study in smooth curves, including its optional Profile Laced Wheels. As a distillation of the concept, the Heritage Classic is a touring cruiser that incorporates classic-looking fenders, a black powdercoated engine with chromed covers, passing lamps, a windscreen and leather saddlebags. The Softail family gets its name from the fact it’s been designed to mimic the classic appearance of an old hard-tail machine, though it actually conceals its horizontal twin rear shock absorbers beneath the engine. Harley-Davidson relentlessly updates its models, and for 2007 has performed major updates across its entire Big Twin line. Obviously, the new Heritage Softail Classic is no remake of an old bike. We want all the fun without the drawbacks…it must be like having grandchildren! But while many may wish to experience the coolness of a bike with classic style, few actually want an old motorcycle with its hard starting, poor handling and incontinence. It’s this heritage, this coolness from the classic days of motorcycling that has brought us such bikes as today’s Ural, the Royal Enfield, Triumph’s new twins and of course this 2007 Harley-Davidson Heritage Softail Classic. Old iron is cool…though it can be a pain because of oil leaks, meager performance, haphazard reliability and anti-stop brakes. There, the guys on their high-tech bikes and exotic customs sidle over, poke around and appreciate the oldster’s heritage-and your obvious devotion and skill in keeping it running. You pull your old iron out of the garage and dust it off, tinker with it, try to start it, tinker with it some more and then maybe, maybe, get it running and ride on down to the roadhouse. Anyone who has ever owned a vintage motorcycle understands the deal.
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