2008 Harley-Davidson FLHTCU Electra Glide

How far is “too far?” Is 1,500 miles too long for a test ride? No, not if the bike is a Touring Model, and no again, if it’s a Harley-Davidson Ultra Classic. In fact, for quite a few Ultra Classic riders 1,500 miles is just a good start.

Text: Wayne Peterson / RoadRUNNER Magazine
Photography: Wayne Person and Harley-Davidson

To know where you are, you have to know where you began. Harley has been in the heavyweight touring market since their first 74 twins were introduced in 1929. Coincidentally, the term ‘hog’ was coined then to describe them too. Those early Harley-Davidsons were very basic, but then again so were the rutted roads. During the years of 1941-1946 there were no changes to Harley’s line, due to the company’s war efforts; and the touring bike, as we know it – with windshield, bags, buddy seat – didn’t make its most successful market entry until the 1959 arrival of the Duo-Glide with the 74 OHV engine.

The Tradition

The 1971 catalog reveals the appearance of the “Bat Wing” fairing on the venerable HD 74 OHV Electra Glide. Thirty-seven years later, that same fairing, with very few changes, is on my 105th Anniversary Ultra. Although its form does follow function, a more contemporary silhouette is long overdue. With the entry of so many manufacturers and creative designers willing to push the envelope in the Touring market, HD will have to do more to keep up with the likes of the Victory Vision. But rumor has it that the HD skunkworks may be announcing the next “big thing” very soon.

My “Bat Wings” did their job of cutting through the wind, collecting bugs and other assorted debris, and aided in minimizing the fatigue factor of a 70-mph wind hammering into my chest, plus whatever that was coming off a semi full of live ducks! The fairing also houses a 120-mph speedometer, with a multi-function trip meter and fuel range indicator, an 8000-rpm tach, and separate fuel, voltage and oil gauges. The radio “system” is centered amid all of that, and below it is the ignition/fork lock, flanked on the left with two rocker switches: one for spotlights, the other for speaker control. On the right side there are two more rocker switches: one for cruise control and the other for accessories. Add to that the removable GPS unit in the upper right corner and, all in all, you have a lot of information and entertainment. Maybe too much.

The Zoom Factor

The Ultra’s get-up-and-go, is provide by the air-cooled, twin cam 96” with a bore x stroke of 3.75in. (95.25 mm) x 4.38in. (111.25mm), a displacement of 1584cc, a compression ratio of 9.2.1, and 92.60 ft-lbs of torque @ 3500 rpm (U.S.), all nicely fed by an Electronic Sequential Port Fuel Injection (ESPFI), with a estimated 35/54 mpg. The final drive comes via a 32/66 ratio belt, from the six-speed transmission, in which sixth is a real overdrive (not suitable for speeds under 55mph). Using cruise control in sixth gear you have the ultimate “rocking chair” position for navigating that long road ahead.

New from Harley for 2008 are Brembo brakes, with available ABS, a larger 6-gallon fuel tank, and in place of the old mechanical cables the new Electronic Throttle Control (ETC). Located in the rear sprocket is the ISD, Isolated Drive System, for improved ride quality under acceleration, shifting and cruising, while reducing noise and vibration. In running order this Big Boy tips the scales at 851 pounds, is 98.30 inches long, with a ground clearance of 5.10 in. and a seat height (laden) of 27.30 in. Stopping power comes from 32 mm, 4-piston fixed front and rear calipers, duals in front, and a single in back. Our bike had the ABS option and was outfitted with the (optional) Smart Security System too. Simply put, without the “key fob” on your person, you aren’t going anywhere.

There are over 14 color options for the Ultra, including two-tones. Our model was the 105th Anniversary Edition in Anniversary Copper Pearl and Vivid Black, or as some “smart-aleck” called it, “the Duracell.” Knowing that we would be pushing hard on this trip, I added a few accessories for comfort and functionality: backrest, heat deflectors, Road Tec Conquest (GPS) with fairing mounting kit, bag liners, an unmarked cover, and Live To Ride fender tips on both the front and rear – just because. The 105th Anniversary Edition lists for $23,270.00, but $795 for ABS, $345 for the Security System, and $1,566 worth of accessories boosted our total to $25,976.00.

On The Hog

As with all extra-large Touring Models, slow parking-lot movement is, at best, cumbersome and just plain top heavy. Of particular nuisance to me was the “vagueness” of the kickstand. If it was not fully seated in the down position, a mere turn of the handlebars, or roll of the bike, would send it snapping closed and letting me down on the dress bars, and at 850 lbs., that’s not an easy lift. Fortunately, once you get rolling, the awkward duckling turns into a graceful swan, with no sense of top heaviness whatsoever.

The sound is pure Harley, as it was meant to be, throaty and deep, not blaring and obnoxious. There is the familiar metallic clunk as you shift into gear, and a very smooth and responsive surge of raw power from the fuel-injected twin cam 96 that pulls well past posted limits before you know it. Handling is precise and effortless, and road feel and lean are akin to some sport cruisers, taking very little effort, or throttle to pull you up through the deep ones. The six-speed transmission is quite smooth in either the heel or toe position, and pulled well through all the gears, though sixth gear is best left to speeds over 55 mph. Bringing the Ultra to a stop, one soon appreciates the Brembo ABS brake system. Personally, I wouldn’t be without it.

Comfort is always my single biggest issue with bikes that call themselves either “Cruiser or Touring” models, especially the latter. I found the Ultra’s stock seat quite comfortable, but the optional backrest offers a few extra positions that help allay a sore back or stiff legs. Another part of the comfort thing is the ability to pack everything needed in a secure dry environment. Again, the Ultra came through. Between the saddlebags, faring pouches and tour pack I was able to stow everything I wanted to – and a few things I didn’t.

And So?

It’s been years since I last threw a leg over an Ultra, and I must say they have come a long way during that absence. Handling was always very good, but the throttle response and torque have improved markedly, and all of the amenities and creature comforts make the ride even better. On the downside, other than the kickstand, I also found the entire radio system way too confusing and distracting, which is the last thing you need at 65 mph. There are 24 pages in the owner’s manual dedicated to just “deciphering” the AM/FM/CB/INTERCOM/CLOCK/WEATHER BAND/CD & GPS modes! Complicating matters further, the radio face has 13 buttons, and the handlebars bear 2 multi-function switches. And so, after adding the optional fairing mount GPS unit, you may as well stay seated at home and spend a month memorizing the manual before you even think of climbing aboard and starting the bike! Otherwise, the next time you look up from making your selection the back of a 16-wheeler may be way too close.

Scoring from 1 to 10, I give the 2008 Harley-Davidson FLHTCU Ultra Classic Electra Glide a 7.9. Add a reverse, fix the kickstand, simplify the radio/controls, and upgrade the GPS unit, and it closes in on a perfect 10.