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| The goal of Harley-Davidson’s engineers for their entire 2009 “Bagger” or Touring platform bike lineup was to “Change everything, but lose nothing”. The initial focus was on the chassis, and by replacing stamped and welded parts, (many of which were pre-bent) with stronger castings and forgings resulted in producing the new, single-spar, rigid backbone frame with basically half the parts, along with 50 percent less weld length than the previous chassis. Geometrically speaking, the new FLHTCU’s wheelbase was bumped up to 63.54-inches with the head tube trail increased by 0.7-inches, yielding enhanced highway speed comfort and greater handling response respectively. The swingarm is now a two-piece, deep-drawn, steel-shell unit that utilizes a forged pivot section, accommodating a wider 5-inch rear wheel.
More good news for the top of the Bagger line, is the capability of carrying 15 pounds of additional gear – 5 pounds more in each side bag and 5 extra pounds in the Tour-Pak. The GVWR has also been increased by 101 pounds. The engine mounting system was upgraded to a four-point isolation system, which aided in improving chassis stiffness without diminishing vibration damping.
Over and above the chassis improvements, the engine improvements are readily noticed as well – the Twin-Cam 96 cranks out more torque at a lower rpm than the old Twin-Cam 88 motor – now 93 ft.-lbs at 3,000 rpms compared to the old 86 ft.lbs at 3,500. The transmission added a sixth gear with the 6-speed Cruise Drive manual gearbox for reduced rpms at highway cruising speeds – cruising at 75 mph (where allowed of course) dropped the top gear revs from 3227 rpm to 2859 compared to the earlier 5-speed box. Electronic throttle control is another plus over the old cable system. Suspension componentry is basically the same as before, with dual 41.30 mm telescopic, cartridge-style damping forks with 4.60-inches of travel up front and the traditional swingarm with air-adjustable shocks and 3-inches of travel in the rear.
Riding comfort was increased by routing the exhaust system beneath the frame rather than under the seat which moves the engine heat away from the rider’s thigh and the passenger’s foot. Additional cooling comes from louvers that redirect air flow along with a rider-activated, rear-cylinder cut-off for parade-speed or long idle situations.
Charging capacity has been increased to better handle the added demands made by heated clothing, grips and seat, advanced audio system, GPS and more, and aside from the exhaust routing and the rear profile of the new Ultra Classic, it’s difficult to discern any substantial differences in visual appeal
between the ’09 model and earlier versions. Oh, almost forgot – the rear wheel
and tire are now wider as well. Overall dry weight is now 64 pounds more than before and the lean angle for both sides is improved. Instrumentation is now more definitive and complete with added functions.
My test ’09 Harley FLHTCU Ultra-Classic® Electra Glide® was provided courtesy of Vallejo Harley-Davidson/Buell and was finished in Black with Silver striping. The base price was set at $20,999. while additional costs were incurred by the ABS Braking system, factory-installed Security system, CA emissions and freight charges, bringing the final tally to $22,714. before tax and license. If you want a color other than Black – add $530. If you desire a two-tone treatment, add another $400 or if you would rather order a custom color, tack on $200 more.
SUMMARY : Riding the ’09 Ultra Classic renders a vastly improved feeling of control across the board. It seems better balanced in tight, slow speed maneuvers, shifts more smoothly up and down through the gears, delivers better, more responsive acceleration over a broader torque curve with less engine effort and brakes exceptionally well.
The increase in lean angles allow for higher speed turns with greater agility and the additional cargo capacity provides for more gear on longer road trips. The extra gallon of fuel over earlier models improves the bike’s range, which is another plus for extended rides.
The 2009 FLHTCU Ultra Classic is unquestionably the most expensive bike in Harley’s production Touring stable, but it’s also the most comfortable for two-up, cross-country adventures, with more convenience features as standard fare, and the capability of adding more to a ride that boasts of a timeless visual appeal.
SPECIFICATIONS:
Harley-Davidson FLHTCU Ultra-Classic® Electra Glide®-‘09
Base Price: $20,999 - Price as Tested: $22,714 - Engine Type and Size: 96 cubic inch (1573.16cc) air-cooled OHV, V- Twin-Cam 96™ with electronic sequential fuel injection. - Torque (ft./ lbs.): 92.60 @ 3,500 rpm - Transmission: Six-speed Cruise Drive® sequential manual. - Drive Train: Primary Drive - Chain / Final drive – 32/68 ratio reinforced belt. - Suspension: Front – 41.30 mm telescopic, cartridge-style damping forks with 4.60-inches of travel.
Rear - Swingarm with air-adjustable shocks with 3-inches of travel. - Brakes: Hydraulic dual discs – front / single disc – rear with optional ABS. - Tires: Dunlop D407F 130/80 B17 front / Dunlop D407 180/65 B16 81H – rear – both mounted on black 28-spoke cast aluminum alloy wheels. - Wheelbase: 63.54 inches - Length Overall: 98.63 inches - Curb Weight dry: 852lbs.(dry) - Seat height: 27.30 inches – laden. - Fuel Capacity: 6 gallons - EPA fuel economy - 35 mpg city / 54 mpg highway. 0 - 60 mph:Not tested
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| “Harley's new Tri Glide Ultra Classic: A factory three-wheeler”
By Arv Voss
Auto Impressions. |
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Not since the legendary Servicar, which happened to be the longest-running production Harley-Davidson model (1932-1973) rolled off the assembly line, has the Motor Company manufactured a factory-produced trike. In appearance, the new FLHTCUTG Tri Glide looks like an Ultra Classic Electra Glide from the front, back to the trailing edge of the 103 cubic-inch motor - and it actually is, except for a few nuances such as the rake angle, front stabilization damping strut and braking set-up.
The Tri Glide Ultra Classic brings to the table, original equipment design and service to the three-wheeled motorcycle segment. It is not a production afterthought, but rather is based on a new chassis that has been specifically designed for a three-wheel application, while providing the same classic styling and touring capability of Harley-Davidson's Ultra Classic Electra Glide. It will be sold and serviced by Harley-Davidson's dealer network, and covered by a two-year limited warranty.
In developing the Tri Glide, the H-D engineering folks set about creating a frame and associated chassis structure designed to specifically handle the steering force loads and overall increased weight of a three-wheeler. The rake was increased from 29.25 degrees to 32.00 degrees, while the forks were stretched by 1.775-inches when compared to the regular Ultra Classic, changing the front end geometry and enhancing steering control by reducing the steering effort by up to 25 percent. Additionally, a steering damper minimizes coast-down wobble and reduces bump steer and other road inputs when negotiating turns.
A new rear-axle assembly was designed for the Tri Glide, utilizing an aluminum center section with steel axle tubes. High-strength and low-maintenance advantages of belt final drive are retained, along with the smooth operation of a rubber-cushioned, compensated rear drive. The rear suspension features dual air-adjustable rear shock absorbers.
Power for the Tri Glide comes from a Twin Cam 103 V-Twin engine with Electronic Sequential Port Fuel Injection. The motor is Black powder-coated with a chrome treatment, and delivers 101 pound feet of torque @ 3,500 rpm. It mates to the same 6-speed Cruise Drive transmission used on Harley's other touring bikes. Two-into-One-into-Two Dual mufflers with tapered end caps exit below the trunk. An optional electric reverse is available for an extra $1,195 and is integrated with the rear differential assembly, which is engaged with a handlebar-mounted reverse module. Bringing the Tri Glide to a halt are Brembo dual front disc brakes and a Hayes Brake dual-disc rear brake system with a lever-actuated, integrated park brake. Throttle control is electronic.
In terms of styling, the new body componentry incorporates clean lines that blend well with the existing Ultra bodywork, which includes the traditional fork-mounted “bat-wing” fairing and auxiliary driving lamps. The fairing contains complete instrumentation and a Harmon/Kardon 80-watt Advanced Audio System with CB radio and passenger intercom system. Adjustable air deflectors on the fairing and vented fairing lowers allow the rider to control wind flow for comfort. A low-profile chrome console sits atop a six-gallon fuel tank just ahead of the one-piece, two-up Electra Glide comfort-stitch touring saddle.
The Tour Pak luggage compartment and passenger seating area are positioned above a molded composite rear locking storage compartment that features 4.5 cubic feet of storage. The rear composite fenders are separate from the rear body box, making for easy removal for service and repair or replacement. With the Tour Pak space added, the total cargo capacity is 6.56 cubic feet, with a weight allowance of up to 80 pounds. Standard are shorty antennas, cruise control and vented lower fairings with integrated storage compartments. The Tri Glide Ultra Classic is offered in three colors: Vivid Black, Dark Blue Pearl, and Red Hot Sunglo.
A single key conveniently handles all luggage locking functions, as well as the ignition. Brake, tail and turn lights are positioned on each rear fender, while the Tour Pak lighting used on the Ultra Classic, including the LED side running lights, are retained. The Tri-Glide rides on matching front and rear black and machined seven-double-spoke cast aluminum wheels -- up front is a three-inch wide16-inch wheel shod with a H-D Dunlop MT90B16 tire, while the 15-inch rear wheels are five inches wide and are fitted with P205/65R15 tires.
My test Tri Glide Ultra Classic was provided courtesy of Harley-Davidson/Buell of Vallejo. It was finished in Vivid Black with Silver striping. The base price was set at $29,999 but my test unit also featured the optional electric reverse and Smart Security System, which along with dealer prep and handling bumped the estimated total price to $31,794.
SUMMARY: The FLHTCUTG - that's pronounced “flat-cuty-gee” - Just kidding, the traditional Harley-Davidson model coding isn't really a word, it simply stands for the Motor Company's new three-wheeled 2009 Tri Glide® Ultra Classic®. I'm not a big fan of trikes, but this one is by far, one of the best non-traditional motorcycles, since it was engineered from the outset with its specific purpose in mind, rather than being an aftermarket modification that results in a trike.
The Tri-Glide looks exactly like what one would expect a trike to look like from Harley-Davidson. It provides great stability over traditional two-wheeled transport - in other words, you don't have to put your feet down when stopped. There's also no counter-steering involved. Passengers tend to feel considerably more secure on a trike, since it obviously doesn't lean (unless the rider has done something wrong).
The bigger, 103-inch motor is a definite plus over the basic Ultra Classic's 96-incher, due to the significant weight increase. The Tri Glide tips the scale at 1,139.6 pounds dry rendering it exceptionally stable and pleasurable when traveling in a straight line, but it is a force to be reckoned with should one have to make a sudden turn. In fact, turning even under ordinary conditions requires more force than a conventional bike, and leaning won't help (except to make you feel better). The Tri Glide is essentially for the more casual tourer at heart.
In the bottom-line analysis, the Tri Glide is an extraordinary three-wheeler if you want or need a three-wheeler. The electric reverse gear is a bit quirky and “clunky” in operation, but it certainly beats no reverse at all when you're pushing a rig that's over half a ton. It is certain to fill an important niche in the marketplace.
Base Price: $29,999.
Price as Tested: $31,794. - est.
Engine Type and Size: 1690cc 103 CU.-in. rubber-mounted, air cooled V-Twin with Electronic sequential port fuel injection.
Torque (ft./ lbs.): 101 @ 3,500 rpm
Transmission: Six-speed Cruise Drive sequential manual with optionally available electro-mechanical reverse gear.
Drive Train: Primary Drive - chain / Final drive - belt.
Suspension: Front - 41.3 mm telescopic front forks - cartridge style.
Rear - Air-adjustable shocks.
Brakes: Brembo Dual-disc front brake system / Hayes Brake dual rear brake system with integrated, lever-action Park Brake.
Tires: H-D Dunlop MT 90 B16 M/C 72H front / H-D Dunlop Signature P205/65 R15 32T M&S mounted on 7-double-spoke cast aluminum alloy wheels.
Wheelbase: 66.65 inches
Length Overall: 105.80 inches
Curb Weight dry: 1,139.6 lbs.
Fuel Capacity: 6 gallons - EPA estimates 33 mpg city / 48 mpg highway.
Seat height: 27.5 inches laden / 29.60 inches unladen.
0 - 60 mph: Not tested.
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| The folks at the Motor Company have done it again – they’ve come up with another winner in the Softail lineup. Actually two winners – the FXCW and FXCWC or, Rocker and Rocker C. They’re essentially the same bike, but with some noticeable differences. Both models of the Rocker display the same basic profile and mechanicals, but the “C” version sports considerably more chrome “bling” features, and more importantly, a hidden passenger seat that tucks away beneath the solo rider’s seat. The Rocker C’s seat is higher than that of the base Rocker by nearly an inch, due to the stowable pillion.
Power for both Rocker versions, as with all Softails comes from a 1584cc Twin Cam 96B™ air-cooled, counter-balanced V-Twin with electronic sequential fuel injection, that delivers 87.9 pound feet of torque @ 2,750 rpm to the rear wheel, via a reinforced belt final drive. Exhaust exits via staggered right side dual pipes. The transmission is a six-speed Cruise Drive™ sequential manual unit, which improves highway fuel economy by reducing cruising rpms by 300.
In terms of its appearance, the Rocker C comes across as a custom bike, rather than a factory bike. It rides low, with a seat height of only 24.5-inches. Up front, the hefty Showa 49mm inverted forks are raked out to 38.5 degrees (stretching the wheelbase to a substantial 69.2-inches), and flanking the 19-inch rubber on a narrow polished five-spoke cast aluminum wheel. Outback, the uniquely custom rear fender hovers only an inch away from the super-fat 240 mm Dunlop donut, which is mounted on a super-wide polished 5-spoke cast aluminum rim that matches the front. The fender attaches to the innovative “Rockertail” rearend with no visible means of support, moving with the suspension, incorporating an elliptical tube construction, mating it to the swingarm. The treatment definitely delivers a custom Hardtail look – more so, than even your basic Softail assembly.
Other noteworthy features include: chromed powertrain covers; curved back handlebar riser; front fork lowers; turn signals; firetruck-inspired bullet headlamp bucket; tapered console with speed shop speedometer; rear LED stop and turn signals and taillight; new internally-wired independent V-bar handlebars; color-matched frame, swingarm and cast alumunum finned oil tank; and the polished, tapered 5-spoke wheels. The Rocker’s paint scheme is executed in a raw metallic scheme that incorporates subdued stainless steel flecks in a powdercoat finish. There are three solid colors: Vivid Black, Crimson Red Sunglo and Pacific Blue Pearl; and one flamed theme done in Vivid Black Deluxe, with the flames
appearing subtly on the front fender, stretched tank and rear fender. The Rocker C’s paint includes three flamed paint themes with a striped outline on both fenders and tank while the oil tank and swingarm are sprayed body color, available in Vivid Black Deluxe, Pacific Blue Pearl Deluxe and Crimson Red Sunglo Deluxe.
The C’s trick passenger seat consists of a dual strut structure that folds back over the rear fender and locks into place for the locking seat pad to attach to. The seat pad stows in its own pocket beneath the rider’s seat which folds forward for access. No tools are required to accomplish this transformation from solo to two-up, and the passenger seat is independent of the rear fender, which is allowed its full range of travel without interference.
My test Rocker C was provided courtesy of Vallejo Harley-Davidson/Buell and came in the Vivid Black Deluxe theme with ghostly Silver Gray metallic flames striped in Red. The base price was set at $19,495. While the as tested price totaled $19,840.
SUMMARY: The Harley-Davidson FXCWC Rocker C looks for all the world like a custom low-rider, for which the exhaust note seemed a little on the tame side -- easily remedied. Acceleration is more than adequate, and the clutch is easy to actuate. Controls are mounted forward, and the riding position is comfortable.
Low speed turns will take some getting used to, due to the massive rear tire and wheel – it simply requires a slightly different riding technique and paying close attention at first. The solo seat is the preferred look, but carrying the capability for a passenger is a great idea. The Rocker C’s solo seat is too soft at the trailing edge to provide the proper support – rolling on the throttle and quickly releasing the clutch requires concentration to avoid slipping off backwards, while the passenger seat when deployed, actually offers some lumbar support.
Okay, I’ve already pointed out that the Rocker C resembles a custom bike right off the dealer’s showroom floor, but that certainly doesn’t mean that it can’t benefit from added custom touches. For starters, removing the taillamp and license plate along with the directional signals from the rear fender for a totally smooth look would certainly be nice. A recessed taillamp integrated into the fender would be trick, while the folding license plate bracket ffrom the Sportster Nightster mounted on the swingarm would add some class too. The signals could also mount to the swingarm. Lace spoke wheels wouldn’t be bad either for the traditionalist. In any case, both the FXCW and FXCWC qualify as instantly iconic.
SPECIFICATIONS:
Harley-Davidson FXCWC Rocker C-‘08
Base Price: $19,495.
Price as Tested: $19,840.
Engine Type and Size: 1584cc Twin Cam 96B™ air-cooled V-Twin with electronic sequential fuel injection.
Torque (ft./ lbs.): 87.9 @ 2,750 rpm
Transmission: Six-speed Cruise Drive™ sequential manual.
Drive Train: Final drive – Reinforced belt.
Suspension: Front - Chrome inverted forks.
Rear - Swingarm
Brakes: Single disc front / single disc rear.
Tires: Front - Harley-Davidson Dunlop 90/90-19 MC 52H
Rear - Harley-Davidson Dunlop 240/40 R18 MC 79V Mounted on cast polished aluminum 5-spoke wheels.
Wheelbase: 69.2 inches
Length Overall: 95.0 inches
Curb Weight dry: 686.3 lbs. (dry)
Fuel Capacity: 5.0 gallons
Seat height: 25.3 inches
0 - 60 mph: Not tested.
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| The design team at the Motor Company seems to be on a roll of late with the reinvention of elemental images from the past. Harley has long been associated with skeletal graphic themes – skulls and cross bones have adorned bikes for ages, and now, there’s even a Harley-Davidson model that pays homage to the past, and that has adopted the mystique of the “bones” image by naming that model Cross Bones™. The official symbol for this particular model, even though it appears nowhere on the motorcycle itself, is a variation on the legendary Harley-Davidson “Number One” logo. The Cross Bones™ Numero Uno displays a stylized skull at the top. The original “One” logo appears on the oil tank cover, but it seems as if the new Cross Bones graphic would make an ideal replacement choice.
Okay, so much for nit picking about the logo selection. The Cross Bones™ is actually a very cool ride with a very retro theme. The outstanding features begin up front with the Black powder-coated Springer girdered fork front end sporting chrome springs and shock absorber. The front fender is an abbreviated or “chopped” shorty cycle (what else) affair that rides over a healthy front tire (Dunlop D402F/MT 90 B18 72H) mounted on a black powder-coated rim with steel laced spokes. Mini ape-hanger handlebars are finished in black, with a King Bee-style headlamp also done in black. The fuel tank sports a new gloss black cat-eye styled console with minimal gauges, which is followed up by an adjustable chrome sprung solo seat and a bobbed rear fender. There are old-school type floorboards rather than pegs with a rocker shift linkage and a large oval foot brake (no corners to hang your boot up on).
The basic Cross Bones™ comes finished in a glossy, Vivid Black with Wicked-style pin striping on both fenders and the tank. Other available colors include: Black Denim, Pewter Denim, Dark Blue Denim, Olive Pearl and Dark Blue Pearl – but all color options will cost you an extra $345.
Power for the FLSTSB Cross Bones is provided by a 1584cc Twin Cam 96B™ air-cooled V-Twin with electronic sequential fuel injection, that makes 87.9 pound feet of torque at 2,750 rpm. The3 motor mates to a velvety smooth (no more clunking through the gears) six-speed Cruise Drive™ sequential manual
transmission, metering power to the rear wheel via a final drive, reinforced belt.
The exhaust exits through straight shot over and under dual right side, slash-cut chrome pipes with a traditional mellow Harley rumble. The rear suspension consists of a wider wheel that matches the front in design, but shod with a hefty Dunlop D407/200/55R17 78V riding on a softail swingarm. Bringing the Cross Bones to a halt are single disc brakes fore and aft.
My test Harley-Davidson FLSTSB Cross Bones was provided by Vallejo Harley-Davidson/Buell, and was finished in the basic Vivid Black – even the motor is in black as are the oil tank cover and air cleaner. The base sticker was set at $16,795. T was also equipped with the H-D Security system ($345) and California emissions equipment with a CA Air Resources Board fee attached as well ($203.50). Add to that the $300 freight charge, and the final sticker tallied $17,343.50.
SUMMARY: The new Harley Cross Bones comes across as an old-school bike in the “Bobber” style that’s one bad-to-the bone ride. Springers aren’t everyone’s cup of Java, but the low seat height (26.6-inches) and mid (at least for a Harley) weight range (700 pounds dry) coupled with the 27.6 and 27.1 degree lean angles left and right respectively add up to a pretty impressive ride. The riding position was exceptionally comfortable for my 6’ 4” frame and long legs, with plenty of floorboard room and easy reach to handlebars. The big front tire and bigger rear rubber make for easy maneuvering at virtually any speed with great balance for easy control.
Acceleration is rapid off the line, and the broad torque range is easy to get used to in a hurry. The exhaust note is nice and mellow, but doesn’t really match the overall sinister image of the Cross Bones. In fact, Flash Gordon, dual side pipes would be more in keeping with the theme, along with some Knuckle Head rocker covers. Another plus in the visual department would be a genuine “bobbed” rear fender with no kick up which tends to remind one of the Dyna lineup’s rear fender. Add to these improvements, an LED fuel level indicator left hand cap and the bike draws even closer to being totally old school.
Bottom line, The Cross Bones is one slick machine, whether it has anything to do with the Caribbean or not. As Old School goes, Springers rule, and this one doesn’t deliver your typical springer ride – it’s considerably smoother.
SPECIFICATIONS:
Harley-Davidson FLSTSB Softail® Cross Bones™
Base Price: $16,795.00
Price as Tested: $17,343.50
Engine Type and Size: 1584cc Twin Cam 96B™ air-cooled V-Twin with electronic sequential fuel injection.
Torque (ft./ lbs.): 87.9 @ 2,750 rpm
Transmission: Six-Speed Cruise Drive™ sequential manual.
Drive Train: Final drive – Reinforced belt.
Suspension: Front - Springer set-up – powder-coated girder forks / chrome springs and shock.
Rear - Softail swingarm.
Brakes: Single discs front and rear.
Tires: Harley-Davidson Dunlop D402F/MT 90 B18 72H front / D407/200/55R17 78V rear mounted on black rims with steel lace spokes front and rear.
Wheelbase: 64.5 inches
Length Overall: 90.5 inches
Curb Weight dry: 700.0 lbs. (dry)
Fuel Capacity: 5.0 gallons
Seat height: 26.6 inches
0 - 60 mph: Not tested.
Lean Angles: 27.6 / 27.1 – degrees left and right, respectively..
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