I had gone to the Harley dealership intending to demo a 2013 Dyna Super Glide. There were quite a few available, and I did a basic sit-test on all of them. Even though each one was a bit different, they all felt similarly unsuited to commuting. Each bike had different handlebars, seats, and pegs. A few even had floorboards. Harley did a good job with avoiding carbon-copying its models, so that each individual rider could find a bike to fit his or her tastes. Still, even with all these options, sitting on the bikes had my arms far forward and me leaning into the bike. The dealership staff told me that the Super Glide was designed to be the chopper-ish part of the Dyna family, so the fork rake was extended and the frame was longer. It looked cool and made for decent riding, but not so much for regular commuting. I did not want to demo this unit, as its engine was more powerful than the Sportster's and I did not want to risk the extra torque ripping the bike out of my already compromised grip. So, I spent the next hour or so looking for a suitable bike that would be comfortable, without having the typical Harley high price. The Switchback is priced competitively with the Stratoliner and Roadliner from Yamaha and the Vulcan 1700 from Kawasaki. Honda no longer has a large cruiser, and Suzuki's offerings are somewhat less expensive. Still, the Harley is fairly priced for what it can do.
As with the Sportster and the Super Glide, I did a basic sit-test. The bike was heftier than either of the other bikes, but not so hefty that it requires an overly strong touch. In fact, the person who rolled it outside for me was 5'4" and maybe 120 pounds, and she walked the Switchback like it was a dirt bike. The sit-test revealed things that made me happy. The handlebars are pulled back, making for a nice and comfortable upright position. The floorboards are generous, and the rubber footpads are resting on springs. The comfort from just sitting there was very impressive. The windshield is standard on the Switchback, as are the saddlebags. Even though they are standard, they are all of the quick-release variety. I was able to release and reattach all three pieces in under 60 seconds. Want clean-looking street cruising? Remove them. Want highway comfort? Put them on. The Switchback is so called because the rider can switch back and forth as he or she desires. I apologize if it seems like I'm trying to endorse or advertise for Harley. That is not the case. I was just very impressed with the features of the bike.
On to the ride. After filling out the required releases, I was allowed to start up the 103 cubic inch engine. It started easily, thanks to the fuel injection. The engine was not very loud at idle, but a quick throttle twist brought out that familiar Harley rumble. This bike was heavier than the Sportster, so I went to the rider training course to ride around and get a feel for its slow-speed handling. I must admit, I was very impressed. I could lean at angles that would have the Sportster dragging pegs without any complaint from the Switchback. All in all, slow speed handling felt good. Stops were smooth, and the starts were equally smooth. The engine is much more powerful than the Sportster's engine, but the power was manageable and did not leave me feeling overwhelmed. Loose circles, tight figure-8s, and u-turns were easily executed.
With slow speeds mastered, I moved to the streets. The dealership requested that I take a longer route on this bike, one that involved more highway and street riding. Compliance was no sacrifice to me, so I gladly set out on this new route. As predicted, the street experience was easy and smooth. Braking was predictable with no play or surges when squeezing the handle or applying the pedal. Clutch pull was fairly light, and the engine was strong enough to compensate for a clutch hand unaccustomed to that particular clutch. After a few blocks, though, that bike's clutch was mastered and there were no more problems. Turning from one street to another was also easy, and rolling on the throttle got me back up to speed effortlessly. Shifting is not hard or clunky. A quick and easy click puts the bike into the next gear. The windshield effectively blocked most of the wind and I enjoyed the feel of street cruising. Now that I was comfortable on the streets, it was time to hit the highway.
My course on the streets brought me to the freeway onramp, and the bike accelerated like a champ. Each gear was used for a few seconds, just enough time to get to the speed for the next gear. Before I knew it I was in 6th gear and keeping up with traffic. More than keeping up, actually, as I soon caught up to a group of cars going well below the posted speed limit. How do I know? I was going the posted limit and I caught up to them. I slowed down to avoid an accident, saw the next lane over was clear, and rolled on the throttle. Power was abundant and I was quickly past the gaggle of slow drivers, all without moving to a different gear. Once I was settled at a reasonable speed, I could assess how the bike handled. High speeds were just as comfortable as low speeds, and the spring-mounted floorboard footpads eliminated engine vibration to the feet. I was calm, cool, and comfortable. After a few miles, I went back to the dealership. This final act did reveal a potential sticking point: the bike was hard to get back into neutral. A quick tap up from first took it to second, rather than neutral as I intended. It took a very light touch to get the green N to light up. The kill switch ended the very enjoyable demo ride, and I was sad to have it end. Still, here are my opinions:
What I did not like: I disliked very little. The hard-to-find neutral would be my biggest fault, and it could get easier as the bike got broken in. The windshield could also be improved. While far better than the Sportster, it was a far cry from the protection I get from my Gold Wing. Different windshields are available, so some choice is available to rectify this.
What I did like: Too much to list. Still, I can provide some highlights. First, the power. It is easy to manage, and more than enough on tap when needed. The bike does not have much of a learning curve, so somebody new to motorcycling could easily use this as a daily driver. Vibrations were also low and sufficiently isolated to allow me to use my mirrors at highway speeds. The large tank holds a lot of gas, and the six speed transmission means the bike can more efficiently use that gas. The bike I rode had a half-full tank, and the estimated range was still close to 150 miles. More miles between fill ups means more smiles on the road. Finally, I really liked its comfort. No sense of fatigue or strain from any body part.
Suitability as a daily commuter: In my opinion, the Switchback is absolutely suited to be the daily driver of just about any rider with any skill level. It is forgiving enough for beginners and strong enough for the more experienced. It is not a bike that a person will quickly grow out of. Instead, this is a bike that will provide rewarding commuting for many years. If I had the financial means, I would happily trade my Gold Wing for it. I love my Wing, but the Switchback is a far more functional and flexible platform.
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