Hammer worth it?
HDF Community Team
Joined: Aug 2019
Posts: 1,850
Likes: 1,955
From: Santa Ana, CA
This is true. My bike's a rigid mount and the primary gearing is the same between the 883 and 1200. The final drive gearing is the only difference. I went to a chain so I could change that without much effort. I'm still geared a little lower than a stock 1200 though as that is where I wanted to be. I don't think I want it any higher as anything over 100mph in the Sportster riding position, with no fairing, is not what I call a comfortable ride.
Last edited by OCSpringer; Aug 1, 2023 at 08:43 AM.
Grand HDF Member
Joined: May 2006
Posts: 3,636
Likes: 1,208
From: Ohio
It honestly doesnt matter, its a tractor engine. Fast tractor or slow tractor? Still a tractor. That air cooled push rod v twin engine hits a rev limiter about when when any 4 banger sport bike begins its power band. It wont win any races without lots of $$$$$$$. These sportsters are fun fat burnout machines but I hope no one thinks they are fast, not by modern standards.
Grand HDF Member
Joined: May 2006
Posts: 3,636
Likes: 1,208
From: Ohio
Gary, we all know 883 gearing is not your preference. Your hyperbole isn’t very convincing and I don’t think your going to win to many converts unless someone is hitting the superslab regularly and for long distances on their 883. Built properly, you can move the rev limiter up to 8000. The EVO isn’t going to fall apart, blow rods, melt tires off, etc. because of 883 gearing. A little more comfort on the highway…yes, we all agree.
Grand HDF Member
Joined: May 2006
Posts: 3,636
Likes: 1,208
From: Ohio
No worries Gary…we know your use case includes a lot of superslab. For me, it is very little superslab on the Sportster.
A few weeks ago, I did probably 25 or so miles at 70-75 mph on mine and it was not pleasant. More than the revs, the suspension really bothered me…it was a really bad area of interstate. At those speeds, the stock suspension on the Iron really shows its weakness. I bought a set of 412s in 12.5” length and tested for 3 weeks but ultimately decided to go back to stock and continue evaluating other options. The 412s were a little better than stock but I can do better.
A few weeks ago, I did probably 25 or so miles at 70-75 mph on mine and it was not pleasant. More than the revs, the suspension really bothered me…it was a really bad area of interstate. At those speeds, the stock suspension on the Iron really shows its weakness. I bought a set of 412s in 12.5” length and tested for 3 weeks but ultimately decided to go back to stock and continue evaluating other options. The 412s were a little better than stock but I can do better.
Grand HDF Member
Joined: Mar 2023
Posts: 4,362
Likes: 1,349
From: Westland, Michigan
No worries Gary
we know your use case includes a lot of superslab. For me, it is very little superslab on the Sportster.
A few weeks ago, I did probably 25 or so miles at 70-75 mph on mine and it was not pleasant. More than the revs, the suspension really bothered me it was a really bad area of interstate. At those speeds, the stock suspension on the Iron really shows its weakness. I bought a set of 412s in 12.5 length and tested for 3 weeks but ultimately decided to go back to stock and continue evaluating other options. The 412s were a little better than stock but I can do better.
A few weeks ago, I did probably 25 or so miles at 70-75 mph on mine and it was not pleasant. More than the revs, the suspension really bothered me it was a really bad area of interstate. At those speeds, the stock suspension on the Iron really shows its weakness. I bought a set of 412s in 12.5 length and tested for 3 weeks but ultimately decided to go back to stock and continue evaluating other options. The 412s were a little better than stock but I can do better.
Road Captain
Joined: Feb 2014
Posts: 607
Likes: 243
From: Arizona
Long stroke + heavy flywheel = taller gearing!
As delivered most H-D products are probably under geared for optimum acceleration through the quarter mile.
My 1974 74" FXE for example needed much taller gearing, (I don't remember exactly how much now, but it was a lot) because what you are ultimately trying to do is strike a balance between rotating the crank mass and accelerating the complete bike if that makes sense?
With a Harley it's usually easier to gear it up and let the crank mass work for you instead of against you!
As delivered most H-D products are probably under geared for optimum acceleration through the quarter mile.
My 1974 74" FXE for example needed much taller gearing, (I don't remember exactly how much now, but it was a lot) because what you are ultimately trying to do is strike a balance between rotating the crank mass and accelerating the complete bike if that makes sense?
With a Harley it's usually easier to gear it up and let the crank mass work for you instead of against you!
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Stellar HDF Member
Joined: Mar 2008
Posts: 2,328
Likes: 2,205
Long stroke + heavy flywheel = taller gearing!
As delivered most H-D products are probably under geared for optimum acceleration through the quarter mile.
My 1974 74" FXE for example needed much taller gearing, (I don't remember exactly how much now, but it was a lot) because what you are ultimately trying to do is strike a balance between rotating the crank mass and accelerating the complete bike if that makes sense?
With a Harley it's usually easier to gear it up and let the crank mass work for you instead of against you!
As delivered most H-D products are probably under geared for optimum acceleration through the quarter mile.
My 1974 74" FXE for example needed much taller gearing, (I don't remember exactly how much now, but it was a lot) because what you are ultimately trying to do is strike a balance between rotating the crank mass and accelerating the complete bike if that makes sense?
With a Harley it's usually easier to gear it up and let the crank mass work for you instead of against you!
Motorcycles should be geared for optimal cruise RPM at the desired highway speed anyway unless the primary use is drag racing.
To the original poster: I've never had an 883 Sportster but I did have a 1200. I absolutely would have wanted the increased power from a 1200 conversion, and as many have suggested, if I could have taken that opportunity to make camshaft, compression, and head changes, I probably would have done that, too. It isn't about top speed. More displacement = much broader torque curve, more power at every RPM, with the bonus benefit of also much more horsepower when you need it. I think I'd rather have that on a Sportster than any other modification. It will be noticeable immediately every time you ride the bike.
