Back in 1984, Harley-Davidson set the motorcycle world on fire with the introduction of an innovative model known as the Softail. The newly designed chassis would be one of the bright spots for the company as the new management team attempted to separate itself from the dark days of the AMF era. In conjunction with the Evolution engine, the new Softail chassis would go far in showing the faithful just how serious the company was when it came to building high-quality, reliable, and stylish motorcycles. The model was a huge success, and, as they say, the rest is history.
What helped put the Softail over the top was a chassis design that drastically changed the way the rear suspension worked when compared with other models the Motor Company was producing at the time. Not only were the workings of it different, the overall look and styling of the frame was reminiscent of hardtail frames produced by Harley in years past.
By combining a rigid-look frame with a swingarm controlled by a pair of shocks and springs mounted horizontally below the transmission, the Motor Company had come up with something many riders were looking for: classic good looks and a comfortable ride, all in the same bike.
For 2006 the Softail family has grown to nine models, compared to eight in 2005. This year's Softail Standard FXST/I is presented to the riding public as a blank canvas, to be taken wherever your creative juices lead you. Unlike other members of the Softail family, the Standard rolls from the factory with pure and simple styling consisting of clean lines and elements that just beg for customization. While many riders may opt for models with plenty of attitude, such as the Fat Boy FLSTF/I or the Softail Springer Classic FLSTSC/I, the Standard is the perfect bike for someone looking for a starting point. Whether you plan on hand-picking items from Harley's P&A catalog or building a full-blown custom, the Softail Standard is a perfect starting point.
New for 2006 on the Standard, as well as the Night Train and Springer Softail, is a major change as Harley joins the plethora of manufacturers and builders putting serious rubber on the back of their bikes. While their tires may not be as big as some of the tires used by some of the other manufacturers out there, three of this year's models will be outfitted with a 200/55R17 78 tire from Dunlop (Harley-Davidson Series).
Last year's 150/80B16 71H pales in comparison when set alongside the new 200. This year's rubber measures out at approximately 1-1/2 inches wider than what was available in 2005.
So just how did they fit that much more tire in the chassis? The answer is simple. Harley's engineers redesigned the frame, swingarm, transmission pulley, final drive belt, rear pulley, rear wheel, rear-brake caliper, fender, and struts. Adding 2-1/4 inches to the width of the back of the bike left plenty of room for the new 17x6-inch cast rear wheel fitted with the Dunlop. Helping make room for the fatter tire is a 20mm final drive belt; compare this to the standard 29mm belt normally associated with Twin-Cam Harley-Davidsons. Up front, the Standard wears a MH90-21 54H mounted on one of Harley's 21-inch chrome laced Profile wheels. Bringing the bike to a sure stop is a pair of four-piston calipers that squeeze 11-1/2-inch one-piece steel rotors. The bike's trail figure of 5 inches, along with last year's 32-degree raked neck, was left alone, while an additional 1-1/2 degrees were added to the trees, which are designed for 41mm tubes.
In the engine department, Harley has stuck with its proven air-cooled Twin-Cam 88 balanced mill (silver cast finish), which is solidly bolted to the chassis, providing the rider instant feedback and connection to the bike as the motor spins through the rpm band. An enclosed wet-chain primary consisting of a 36:25 ratio spins the nine-plate wet clutch assembly, which is connected to the five-speed transmission. Transmission ratios remain the same as last year's and are as follows: First, 10.110:1; Second, 6.958:1; Third, 4.953:1; Fourth, 3.862:1; and Fifth, 3.150:1. Final drive also remains unchanged, with a 32-tooth pulley up front and a 70-tooth pulley bolted to the left side of the rear wheel.