The FXR was never meant to be a “crotch rocket”, always maintaining the goal of working within the frame work structure of Harley Davidson. At each design level the engineering design team pushed the envelope of “modern performance” whenever possible and where practical, to make it “stiffer and give it more precise steering” affirmed Rit Booth. The frame was designed using the latest in computer-assisted technology. In the process known as "finite element analysis", the frame configuration, specifications, and dimensions were fed into a computer. A “drawing” of the frame could then be brought up on a computer display “terminal”. The computer then assisted the engineering team in changing the frame characteristics until they were able to come up with the optimum design. Among other things, the computer assisted them in locating stress points and indicated where the frame needed stiffening. Using this stress analysis and computer modeling, “Team FXR” designed the new frame for maximum stiffness. Like the FLT frame, the new frame’s backbone was comprised of two-inch boxed tubular steel with massive stampings to add strength creating a large box-section that linked the steering head to a triangulated rear section and used round tubing at all points where the frame showed. To make the new frame even stiffer than the FLT’s the engineers added more gusseting between the steering head and both the backbone and down tubes. In the end, it was claimed to be 5 times stiffer than the old FX frame, yet added nothing in weight. Like the FLT, the FXR Super Glide II mates the smooth and quick 5 speed gear box with a vibration-isolating Tri-mount chassis. With the vibration eliminated and the wider choice of the shorter gearing of the 5 speed, the FXR would cruise effortlessly. In fact the gearing and lack of vibration tend to make the motorcycle reach engine speeds that were significantly above those to which riders were accustomed on the traditional HD 4 speed. Even today as one rides the 1999 FXR2, FXR3, or 2000 FXR4 with 2.925 final gearing the cycle is extremely comfortable at 3,600 RPM and still accelerates strongly beyond.
The Tri-mount chassis adapted from the new FLT also utilized the maintenance-free, automotive type elastomer mounts, one in front and two in the rear at the swing arm junctions with the transmission, This was a departure from the traditional rigid mounting of the engine to the frame in which case the engine was generally a stressed member of the chassis. The elastomer mounts basically allows the engine to do its thing (shake) without transmitting that vibration through the frame and on to the rider. Thus the term, “isolated vibration”. The FXR Super Glide II featured 6.12 inch of ground clearance and a long wheel base of 65.7 inches. Rake was 30 degrees, while the trail came in at 4.7 inches all of which led the FXR into any corner without fear. It would be right here where HD would spend their greatest time modifying the FXR riding experience to capture the greatest amount of riders. While never modifying the chassis/frame, one year marketing side would cut the fork tubes down and make the rear shocks shorter and as quickly as that was decided upon the engineers would step back in the next year with the tension to take it the other direction, in the end it would be viewed as a sea of compromise one year the engineers would be victorious while yet in another the marketing side would see to it that the bike went to a lower stance. At no time did this "sea of compromise" affect the uniquely wonderful riding experience in terms of the FXR comfort factor, what was constantly being debated however, was just how aggressive HD riders were willing to become as they entered into the curves with a frame/chassis that knew no fear. Time and substance out distanced fast and furious and so it is that HD continues to allow us to dream while we cruise.
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To this end, Mark Tuttle exclaims, we all loved the bike, “You could run it into a corner and tip it over to oblivion and it just all worked”.
