Street Motorcycle

The entry level Harley Davidsons.. made specifically for countries like India has been unveiled

Harley Davison models that have been made keeping in mind emerging markets like India has been unveiled just before the Milan Motorcycle Show.

Posted below if the Official Video of the Harley Davidson Street 500 and 750.

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Disclaimer:

This is to remind that the Views or Opinions in the blog are entirely mine unless explicitly stated. The Views and Opinions published in this blog should in no way be related to any other person or organization associated -- directly or indirectly -- with me.

Harley Davidson to start booking across 5 cities in India..

The Iconic Harley Davidson brand would soon take bookings (of its 12 models for India) starting from April 20th. Deliveries are slated to start from June 2010.

5 dealers across 5 cities (one in each city) in India have been finally shortlisted to be worthy enough to sell the Harley Davidson models. The 5 cities are:

[1] Chandigarh
[2] New Delhi
[3] Mumbai
[4] Hyderabad
[5] Bengaluru (Sigh.. I have finally decided to let go of its ealier trendy and cool sounding Bangalore name)

Well chosen cities Id say, these 5 cities would have most of the rich boys.. err.. men who would want to get associated with the bad boy image that the Harley Davidson motorcycles come with.. and yes, would definitely have deep(er) pockets.


Harley Davidson India seems to have carefully chosen its intial 5 dealers in India. Each dealer has a full page on them on the Harley Davidson India website.

I get a feeling that the prospective owners of Harley models in India are going to be treated like royalty.

Like 50 Cents had said, "Get Rich or Die Tryin"

Related Posts

• Auto Expo 2010 Coverage: Harley Davidson Launches 12 models for India (Priced between 7-35 lakhs)

Disclaimer:

This is to remind that the Views or Opinions in the blog are entirely mine unless explicitly stated. The Views and Opinions published in this blog should in no way be related to any other person or organization associated -- directly or indirectly -- with me.

Like the new, robust chassis on Harley-Davidson’s touring machines, news about a brand new V-Rod is only weeks old, but like the touring bikes, our time at the recent ‘09 H-D model launch presented an opportunity to cop a ride on the new V-Rod Muscle.
The long, low and clean look of this latest VRSC family member strikes a familiar pose to that of the other two V-Rods, the intimidating blacked-out (and now Dark Custom member) Night Rod Special and the more simple but classic-looking V-Rod.
Flexing some new muscle

The Muscle is primarily a styling exercise. Rather than the more rounded shapes of the other ‘Rods, this new guy adopts slightly more angular shapes, especially in the faux fuel tank/air-box cover, wide side air-intake covers and squared-off low and cushy saddle with a rear support designed to hold the rider in place during powerful bursts of acceleration on tap from the same super-smooth 60-degree liquid-cooled DOHC, eight-valve, Revolution 1250cc V-Twin that powers all ’Rods. The Muscle comes in a 121 hp/85 ft-lbs flavor.
Also new is the radiator shroud and minimalist rear fender with incredibly tasteful and smartly-integrated stop/turn/taillight. The further one gets from the rear of this bike, the thinner the fender looks, yet safety isn’t impacted thanks to the powerfully-bright LED lighting. In another stroke of design genius, front LED turn indicators are blended to near invisibleness in the mirror stalks.
The front fender also deserves styling kudos with its rear half wearing a matte-black finish in order to disappear visually, leaving the first impression that only a simple, chopped fender covers the 5-spoke cast-aluminum 19-inch front wheel.
The mirrors themselves, along with the meaty angular bars, internally-wired cast bar riser and simple triple gauges with sportbike-gauge-inspired looks all add to the block o’ billet appearance of the bike.
Finally, the most distinct item setting the Muscle apart from its mates is the wide, long and low dual-exhaust. A muscle-car look was the goal with a single exhaust pipe per side instead of the dual over-under set up on both the Night Rod Special and V-Rod. The satiny finish of the exhaust works especially well on the Brilliant Silver color scheme.


Looks are one thing, a cooked inner calf, melted boot rubber or fried leather are another. I can’t deny the designer’s success at harkening to the muscle-car appeal with the Muscle’s exhaust, but the exhaust shape and placement forces a wide stance when putting a foot down at a light and when straddling the bike.
We had the opportunity to hammer the Muscle down the dragstrip (look for more on that in an upcoming story) at Infineon Raceway in Sonoma County, CA, which revealed the obtrusiveness of the exhaust system. The area just past the point where the head pipes meet the mufflers became darkened and sticky with the melted plastic of roadrace boots, as the smell of hot leather was present and color transfer from leather suits or pants was clearly evident on the exhaust.
They look good, these pipes, but they get hot. More than once during our street ride did I get that sharp jolt of hot flesh as my jeans-covered leg got too close to the exhaust during a stop or paddle maneuver. Pillions may be in jeopardy too of burning some leg hair. Hot stuff, meng!
I was genuinely surprised at how nimble the bike felt and how easily it transitioned left to right, back and forth, despite the big 240mm rear tire...
With a 67-inch wheelbase, slow-speed steering requires effort at the bars and the bike feels generally cumbersome. But that effort melts from your mind once up to speed, and the good leverage from the aggressive bend in the moderately wide handlebars is your friend when hustling this long boy through the tighter and narrower roads on your travels.
It wasn’t until the last 30 miles of the day when an opportunity allowed me to wind up the quick-revving Twin and start flicking the Muscle through the tight stuff. I was genuinely surprised at how nimble the bike felt and how easily it transitioned left to right, back and forth, despite the big 240mm rear tire, now standard on all VRSC models.
This impromptu route gave the bike a chance to reveal a quick handling, stable and very fun characteristic that I didn’t think existed in the machine prior to this point on my ride. The effort required to initiate and then complete a tight radius turn was gone and in its place was a willing participant in my peg-grinding silliness.
Ride quality from the 43mm inverted fork is very good, offering the sensation of a very taut package all around. Only the sharpest angled bumps are a pain, literally, in the rear.
Indeed, the V-Rod is still a cruiser at heart, and has the forward controls to prove it. If there’s another inherent flaw on this ’Rod, aside from the blistering exhausts, it’s the limited lean angle. But, if you’re willing to carry the bike higher, or farther out, in the turn in order to limit the amount of lean needed to complete the turn, you can reduce a good portion of the metal-on-asphalt sound.
Whatever your turning prowess, one thing we can all enjoy is the mill. Acceleration is ferocious from roughly 6,000 rpm all the way to redline; generally, the engine pulls in a very confident and linear manner in any gear and almost any engine speed. Reeling in this silver bullet is cake with the potent dual Brembos made all the more effective when coupled with the optional ABS.
The V-Rod Muscle easily flexes its might with the incredibly smooth and powerful engine and tranny, good ride quality and excellent brakes. If you’re tall enough or content enough to look beyond the stretched ergos to enjoy the bike on the flat, you’ll be doubly rewarded for your endurance when you get this new tuff kid in the corners, or on the ’strip.
The new V-Rod Muscle has a starting suggested MSRP of $17,199 and comes in Vivid Black, Brilliant Silver, Dark Blue Denim and Red Hot Sunglo.



2009 Street Bob gets fresh
Weighing in with a number of cosmetic changes for this year, the venerable Dyna Street Bob is graced with black and silver powder-coated engine treatment that forsakes shiny cooling fins. Gloss-black steel laced wheels are shown off by a low profile front fender. A chopped rear fender with exposed supports is adorned with an old-style LED taillight, and turn indicators also function as stop- and tail-lights, a la the Sportster Nightster.

2009 Sportster news
Suspension upgrades on the 883C, 1200L and 1200C include new springs and recalibrated damping rates for improved ride comfort. New low-profile front fenders are now on all models, and the 883 and 1200 Custom models now ride on a solid-disc silver cast-aluminum rear wheel and a chrome cast-aluminum slotted-disc rear wheel, respectively.

 Here’s some Sportster owner data that you might find interesting: 94% of all Sporty owners will buy another Harley. Start ‘em out on a Harley and it looks like they’ll always be on a Harley.

Los Angeles, August 20, 1999 -- You cant rest on your laurels, and theres no motorcycle company that understands that better than Harley-Davidson.
Yes, yes, we can already hear you screaming sundry invectives and vituperations at your computer screen, protesting that lead with red-faced fury. But we stand by it, partly because we believe it and partly because we find it amusing to receive flame mails.
There is some truth in there, however. Critics will cite Harley as the one company that not only rests its products on laurels, but manufactures t
hem from laurels as well. But theres a difference between depending solely on brand identity to sell your goods, a strategy which will always fail as soon as "bigger, better, faster" comes along (for those in the know, look at the spanking SyQuest took when confronted with the Zip drive), and the development/maintenance of market share through the application of design and marketing principles drawn from tradition and past successes.Yawn. Point please. The point is, how do you connect a colorful past to an uncertain future when faced with difficult-to-gauge millennial expectations?
With the FXDX, thats how. Built on the Dyna Glide platform, which means dual external shocks doing spring duty for a dual-point rubber mounted Twin Cam 88, the Motor Company has flown in the face of detractors by making a stylish cruiser that handles with authority while putting some powerful ponies to the pavement. The Twin Cam 88, a 1450 cc Evo-zilla, is a revelation in a sporty cruiser platform. Sure, the engine has proven itself capable of hauling around an Electra Glides bulk, but its in exploiting the Twin Cams willingness to rev that makes the FXDX such a fun ride. Those of you used to short-shifting will be missing out if you dont start riding the redline, especially through the squiggly stuff, an area where this cruiser excels.
In beefing up the components of the Twin Cam, Harley made an engine that pulls strongly all the way up to 5400 rpm. Doesnt sound like a lot, but when youre used to shifting in the low 3000s on an Evo, thats a lot of room to go exploring. Wheelbase is extended a smidge on the Sport to 63.88 inches from the Super Glides standard 62.5 inches, lending a little extra stability, but with 28 degrees of rake the Dynas hardly a candidate for Chopper of the Year. It is, however, Harleys top choice for the long and winding roads, and with a nice compliant suspension that is a workable compromise between plush and sporty. It took a little effort to toss this mount into a turn, but once there it behaved well, holding the line obediently, and with plenty of curve-soaking ground clearance. Mid-corner rough stuff could inspire a little Chassis Bump Boogie -- not exactly "confidence-inspiring", whatever that means.
Unfortunately, the 1999 FXDX brakes are still Harley brakes. Improvements are in the works for 2000, but the new brakes, which are said to be excellent, wont be able to be retro-fitted just yet, and for now youve got to watch yourself on the 99 FXDX when going deep into a hole. Late brakers will likely be rendered simply "late" if they try it too much. For standard cruising/street duty the 11.5-inch triple discs are better than two, however, and they do their duty, but dont get into any stoppie competitions, because youll be humiliated. The rear brake is functional, does its job well, but its a government worker. It doesnt do more than necessary.
Rider accommodations are sporty, meaning theyre not overly comfy. The dirt-style bars seem just a little far forward and a little too wide on the stock bike -- not unreasonably so, but enough to make you feel it on hundred-mile highway stretches. The leg positioning is nice, though, and highway pegs come standard so you can stretch out those muscles when youre not swerving through the passes. Mirrors perform splendidly, with less vibration than youd expect given a 45-degree V-twin.
Harley was feeling magnanimous and gave us two Super Glide Sports, one bone stock and one tricked out with Harley aftermarket gear. Both were black and both were beautiful by everyones account, evaluators and non-riders alike. This is an area where Harley-Davidson already has a distinct edge and the FXDX does right in exploiting the style factor.
Oddly, not everyone agreed that the heavily accessorized FXDX was the nicest, with some distinct differences in opinion about Harleys new cafe quarter fairing especially. Nothing really beats a Harleys readiness for customization, though. The whole package, from the curved-to-fit-your-hand grips to the billet footpegs to the custom seat showed that this was an excellent platform to combine a love of leaning with a love of gleaming and customization in general. And everyone agreed that the blacked-out motor and the bikes sleek, sporty lines were, well, sexy.
In fact, there is a direct line of progression from one of the staff riding the bike to a college class to his being sandwiched on a dance floor a week later between two hot, curvy co-eds. Once again, the FXDX demonstrates its ability in the curves. Not many motorcycles can make claims like that, but the FXDX can, and for many motogeeks thats reason enough to violate posted speed limits in getting to the nearest Harley dealer for the purpose of laying down a deposit.
The accessorized bike had free-flowing, Screaming Eagle Dyna slip-ons as well, and aftermarket cans are something from which most Harleys vastly benefit, and this bike was no exception. Throttle response was impressively improved once the two 725 cc cylinders were given a little more room to breathe, about 16% more than stock, although these slip-ons gave the bike the hiccups on cold start-ups. If you buy these or any performance muffler, you might want to re-adjust the cold idle. Still, this is an essential upgrade for new owners.
Everyone that rode this bike pretty much fell in love, with the way it looked on the boulevard, the way it handled, the way the big twin finally could push down on the asphalt with some fat authorit-eye. Its an endearing ride. And that in light of the feeling that Harleys can be a little deceptive sometimes.
Yes, deceptive. You can run down to your dealer and plunk a hunk of dough down on a Heritage Springer Softail and then get yourself a leather jacket with frills. And then you can run down to the nearest burger stand that dates back to 1952 and hang out with a Camel burning out of your mouth and when some hot number strolls by you can lean back on your bikes seat and say something like, "Hey baaayybay." But you still wont have a 48 Panhead, that jacket wont really be very road-worn, you might get cancer from the cigarette, and if youre sixty pounds overweight well, that hot number might come up as a big zero. But thousands still flock to dealerships across the country anyway, looking to cash in on the fashion of it all, even if fashion is all that it is. It doesnt take too many years to figure out that honesty isnt at the core of fashion.
But the FXDX is what it pretends to be: A fun, sporty cruiser that performs pretty much as promised and is seductive without being overstated. This bike isnt just about fashion, and its not about resting on Harleys laurels. Its about sex and big twin engines for the 21st century. Looking for a sporty cruiser? Buy this.Specifications

Manufacturer: Harley-Davidson            
Model: 1999 FXDX                             
Price: $12,995.00 (USD)                  
Engine: Air-cooled, Twin Cam 45° V-twin, carbureted                  
Compression ratio: 8.9:1       
Bore and Stroke (in.):  3.75 x 4.00      
Displacement: 88 ci (1450 cc)           
Tires/Front: 100/90-19            
Tires/Rear:  130/90HB16            
Rake: 28°
Trail: 4.1 in (104 mm)
Wheelbase: 63.88 in (1622 mm)              
Seat Height: 27.0 in (689 mm)           
Fuel Capacity: 4.9 gal (0.5 gal rsrv)       
Claimed Dry Weight: 614 lbs (279 kg)

What the FXDX does best.

Harley-Davidson recently announced its four-bike CVO lineup for the 2011 model year. Returning to the Custom Vehicle Operations stable is the range-topping Ultra Classic Electra Glide ($36,499), the popular Street Glide ($32,499), and the versatile Softail Convertible ($29,599) – all with new additions and options to set them apart from the 2010 iterations. We’ll bring you riding impressions of that trio later, but we’ll first start with the newest CVO, the Road Glide Ultra, a stylish and exclusive luxo-touring rig.

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It’s a tough economy out there for a lot of us, causing a precipitous drop in motorcycle sales over the past two years. However, those with deep pockets and shrewd investments always seem to have disposable income for a new toy in their garage.
Well-heeled riders such as these don’t choke when they are told the $35,999 MSRP of the 2011 CVO Road Glide Ultra. If you’re trying to eke out another 500 miles from your old KLR650’s tires, perhaps you’re not the customer the CVO group is targeting.

According to Harley, the average age of a CVO customer is 54-55, right in their prime earning years. Harley research reveals that CVO customers buy $3,500 of accessories on average, roughly double that of the average H-D OE customer despite the CVOs already being fantastically tricked out.
Like last year’s CVO lineup, all 2011 CVOs are set apart from their lesser brethren by the implementation of the Screamin’ Eagle Twin-Cam 110-cubic-inch motor, hot-rodded from the standard H-D TC96 and even the TC103 in the 2010 Harley Electra Glide Ultra Limited we tested last year. The TC103 is also standard equipment in the OE 2011 Road Glide Ultra we tested last week, and also as part of an optional “Power Pak” upgrade package on any 2011 OE Harley.

If there’s a motorcycle cockpit more visually impressive than the Road Glide Ultra’s, we’ve never seen it.

If you can’t convince a passenger to ride with you on a seat like this, you may have deep personality issues.

This year marks the first time there has been an Ultra version of the Road Glide, and Harley describes it as “a super-premium touring motorcycle.” As such, the RGU is gussied up with every luxury-touring amenity Harley can think of. And, like all CVO’s, it makes for an impressive sight, with rich custom paint, deep and lustrous chrome, and wonderful finish quality.
It’s a fact that if you’ve got stacks of cash, you’re more likely to have a grateful companion along for the ride. CVO engineers obviously have learned that if momma ain’t happy, nobody’s happy, because the RGU’s pillion seat is a sumptuous place to plant a pair of cheeks. 
Both rider and passenger get electric heating, leather inserts and matching adjustable backrests. The reshaped saddle also has another trick up its sleeve, having a hammock-style suspension for the rider and a spring-board suspension for the pillion under its thick padding. Passengers will also appreciate the air-adjustable lumbar support that can be positioned in four areas of height.
Behind all that queenly luxury is a Deluxe Tour Pak top-box with interior lighting, an internal 12-volt power port, and color-matched LED brake/tail lamps. Its lock (and those for the saddlebags and ignition) is remotely operable – all at the push of a button on the bike’s key fob. Carry-out luggage liners ease the walk up a B&B’s steps, and an Air Wing luggage rack provides a place to strap on a trinket from the antique store.
Along with the typical RG cockpit features, the CVO version adds cruise control, four BOOM! speakers driven by a Harmon/Kardon 40-watt-per-channel amp, and an 8GB iPod nano that automatically charges itself when stored in its saddlebag pouch. The audio system (including XM radio and intercom) offers an iPod interface via the audio system’s screen and is controlled by handlebar switches. The Glide’s chrome 1-inch handlebar is slightly reshaped for extra comfort, and most wiring is routed internally. A tri-phase charging system generates 650 watts, enough to power all the trick convenience gizmos.

The Road Glide Ultra has a vast array of accoutrements to make its riders as comfy and entertained as possible. Heated seats and grips, dual backrests, cruise control, audio system and ABS only touch on a few of its features.

The Road Glide is distinguished by its distinctive dual-headlight prow of the frame-mounted fairing. This CVO version is visually set apart by its Mirror Chrome Agitator wheels, 18 inches in diameter front and rear, and new billet muffler end caps with black spears. You’ll also notice the Rumble Collection foot controls, mirrors and saddlebag latch covers, all bathed in rich, deep chrome. Trim panels for the CB pod insert, Screamin’ Eagle 110 intake insert, and Tour-Pak lid insert feature a new diamond-cut pattern.

Harley’s CVO division always delivers superlative paint and finish work. Seen here is the Frosted Ivory and Vintage Gold with Quartzite graphics version.

Glide Ride
First impressions of the RG Ultra are of its physically imposing size and its brilliant finish quality. There’s a lot of stuff to look at on this huge machine, and all of it is of a very high quality. The RG’s massive fairing presents to a rider a lustrous cockpit with a bold instrument panel that is painted to match the body panels. The Rio Red version features deep red metallic paint that a rider can admire all day long.

Although the Road Glide Ultra is ponderous at low speeds, it can carve up a twisty road at a fair pace. Harley says it can be leaned over to the right up to 33 degrees.

Speaking of all day, the RGU’s pillowy saddles seem fully up to the task – this could be the cushiest seat combo in motorcycledom, made even more pleasing by their heating elements. The newly shaped handlebar is a comfortable reach, and it also includes a mount for the Road Tech zumo 660 GPS navigation system. A small ergonomic niggle for shorter riders is the high angle of the audio display. I also had problems navigating through the iPod menu, but I have little doubt it would become second nature after more miles.
The RGU is said to scale in at 943 lbs full of fuel, and it certainly feels it when lifting the bike off its chrome sidestand. Rubber-mount handlebars and a lot of weight carried high (fairing and top case) conspire to made the RGU a little unwieldy below 5 mph – the big Glide is daunting at walking speeds.
But once underway, the newest CVO seems to shed some of its considerable weight, and it adroitly bends into corners better than you might expect. Air-adjustable shocks allow the RGU to adapt to various loads, all the way up to its 1360-lb GVWR. Harley claims an available lean angle of 33 degrees (30 degrees on the pipe side), more than many cruisers.

This Charcoal Slate and Black Twilight with Quartzite graphics version is the most understated of the three available color schemes for the Road Glide Ultra.

Hauling all that weight down from speed is a fairly potent brake system. Triple Brembo four-piston calipers offer strong bite on the trio of 300mm rotors, with smooth initial power progressing linearly to the ABS system’s reasonably high limits.
Performance from the Screamin’ Eagle TC110 was muted because of the mile-plus-high elevations around the Lake Tahoe area in which we rode. But despite the thin air and a half-ton of weight, the burly TC110 never felt out of breath. Throttle response is impeccable, with ultra-smooth pickup from a closed throttle. The rubber-mounted V-Twin is exceptionally smooth on the road, with vibes only noticeable at idle. The addition of a high-torque starter ensures the big-cube motor fires up easily.

Chrome, glorious chrome! The Road Glide Ultra is slathered in it, looking especially tasty in the Screamin’ Eagle TC110 engine compartment. Note the heat deflector behind the rear cylinder to deflect hot air away from a rider’s leg.

The RGU is EPA-rated at 47 mpg on the highway (32 mpg city), so as much as 280 miles on a single 6.0-gallon full tank might be achievable on the open road.
Wind tunnel testing was used to design a new mounting angle for the 16-inch Road Glide smoked windscreen, and we found its new design to offer excellent protection for its size. Wind deflectors on the top of the engine guards force more air around a rider for greater protection from the elements.
"Throttle response is impeccable, with ultra-smooth pickup from a closed throttle."
Suspension control is quite good, especially considering the rear end has just 3.0 inches to work with, a nominal amount that helps achieve a low-ish 29.5-inch seat height. Dunlop D408/407 dual-compound tires offer acceptable grip along with the expectation of greater life from the more durable center compounds.
Our least-favorite aspect of the RGU is its rubbery feel from the front end. Feedback through the rubber-isolated handlebar is indirect, and this makes itself known at parking-lot speeds and during quick steering inputs. I rode the RGU back to back with the CVO Street Glide, and the SG offers more secure feedback due to its lower-profile front tire and less weight up high from its smaller fairing and lack of a Tour Pak.
The Verdict
Okay, so the Road Glide Ultra won’t appeal to everyone – its price guarantees this even if its style doesn’t. In fact, like all CVOs, production numbers are finite - the RGU will be limited to about 3,000 units (never mind the fact that any Victory model would be lucky to sell 3K annual units).
We’ll bet that, even in this current gloomy economy, Harley will have no trouble finding 3,000 customers for this exclusive touring machine. After all, it’s the first time there has been a Road Glide Ultra to be given the CVO treatment, and CVO customers really enjoy standing apart from the crowd.
There is so much to like here, including several luxury and convenience upgrades that will coddle and soothe on road trips of every length. And, at the risk of belaboring the point, the finish quality on this and every CVO is beyond reproach. And everything is backed by a two-year warranty
Harley reps describe CVO customers as “alpha riders,” always at the front of the pack. For those who want to make a bold statement and have the bucks to afford it, this CVO Road Glide Ultra is a distinctive and stylish way to lead the parade.

The open road beckons the CVO Road Glide Ultra. Comfort will never be an issue.

Remember the FLHS?
Harley-Davidson never really discontinued the Electra-Glide Sport, they merely created two models from one. First came the Road King, a stunning model resplendant in chrome and classic styling touches. Now weve got our hands on the second spawn from the Sports demise, Harleys FLHT, or Electra Glide Standard.
The FLHT is less expensive than its Road King cousin, for it lacks that models extra chrome and optional fuel injection. But if youre worried that your Electra Glide might come up short when compared to The King, fear not - for this bike is much more than just an Elvis impersonator.
Differences start at the front where our Standard wears a wide touring fairing in place of the Sports smaller windscreen. Instruments have moved from the original tank-mounted location and are now fairing-mounted. Our only complaint with the layout was a gaping hole left in the dash where a stereo should be. We dont have a problem with Harley lowering its price by not fitting a stereo, but surely they could place a little plastic door over the area so owners might get some extra storage space for small items.
Besides the stereo, other cost-cutting areas include chrome. While some FLHs have chrome engine covers and saddlebag trim, an Electra Glide does without and instead relies on the appeal of its basic black paint and real steel.
But while you dont get fancy chrome or a stereo, you do get that wonderful 80 cubic inch lump of Milwaukee iron. Im sure lab tests would show that rumblings from a Big Twin send alpha waves directly to your brain and cause the release of endorphins.
Normally we lean heavily towards bikes that lean heavily, but when we rode the Electra Glide, we always found ourselves taking the long way home or getting up just a little earlier on Sunday to go for some wandering day trip. This bike has a way of doing that to you.

Contributing to that relaxed feel is a frame that has been redesigned for all 97 FLHs. Seat height has been lowered to just 28 inches, nearly a full inch lower than previous models. That lower, and heavier braced, frame enabled Harley designers to create a seat that was narrower at its front, meaning your legs dont have to splay as wide to reach the ground. Other advantages of the new frame include a repositioned fuse console and larger battery. Previously there was little room under the seat, so fuses were stored in the fairing. Now theyve found a home under the left panel, where they can be accessed without tools. Increased under-seat room has also meant an increase in battery size, with amp-hours jumping 50% from 20 to 30. A final bonus is that just 11 fasteners are now used to hold the luggage and rear fender assembly together, as opposed to the older designs complex array of nuts and bolts.
One cost-cutting measure that we dont care for is the lack of fuel injection. Harley impressed us with their injected Road King and Electra Glide Ultra Classic and their easy starting and clean response. The only downside was that FI chips werent programmable for riders who wanted to make modifications, something that has been changed this year. Wed like to see fuel injection offered as an option.
Fuel injection or not, our Electra Glide started easily and soon settled into that familiar its-gonna-stall idle. Vibration is almost non-existent thanks to the rubber-mounted engine and floorboards. Power is just what youd expect - piles of torque and bottom-end grunt. Hell, you can leave traffic lights in fifth gear if you want. That same stump-pulling torque makes for easy cruising around town and on the highways. Theres power everywhere, so shifting is an option rather than a necessity. Just roll on the throttle and let the engine do the rest.
Despite its portly 742-pound (336kg) dry weight, corners can actually be enjoyed. Ground clearance is respectable for a heavyweight, although grinding floorboards is still easy. The new frames lower center of gravity makes parking lot manouevering easier than youd expect. Soft suspension allows some wallowing in quicker corners, but not so much as to put you in a panic. Our only complaint came from the suspensions lack of response to larger bumps, which rock the bike hard. Removing the right saddlebag and adding air to both front and rear suspension is easy and helps somewhat, but rough pavement will still jolt you.
When you get away from torn up urban pavement the Electra Glides soft springs make for a comfortable cruise. Highway miles roll by with no complaints of buffeting, crappy seats or tiring vibration. Just click it into top gear, twist the thumb-operated friction cruise-control and enjoy the view. However, in cooler weather you might want to wear chaps or at least heavy pants as the Electra Glide leaves your knees in the breeze.
On crowded two-lane highways, the lack of passing power is a problem. This engine clearly doesnt enjoy speeds over 85mph, although it will huff and puff its way to 90. Another complaint is saddlebags that look great and remove quickly (just two Dzus fasteners), but arent practical for carrying once off the bike. Optional pull-out liners would be a wise purchase.
Riding a Harley, particularly a Big Twin, is somehow different than other bikes. No, were not falling victim to all the marketing hype that says "Things are different on a Harley." Your life wont change, at least not dramatically. Your dog is still stupid and your cereal will still get soggy. What you will get when you buy a Harley is a truly satisfying bike that holds its value. An Electra Glide Standard has everything that makes Harleys great: Classic styling, a torquey motor and easy maintainence. At $12,495, its almost $2,000 cheaper than a Road King and a whopping $5,255 less than Harleys Ultra Classic. With those extra bucks you could have a lot of fun customizing an Electra Glide to fit your own touring personality. But even if you leave it as is from the factory, this Harley is anything but standard.
Specifications

Manufacturer: Harley-Davidson
Model: 1997 FLHT Electra Glide Std.
Price: $12,495
Engine: V-twin OHV Evolution
Bore and Stroke: 3.498 by 4.250 in.
Displacement: 1340cc
Carburetion: 40mm CV Keihin
Transmission: 5-speed constant mesh
Wheelbase: 63.5 in.
Seat Height: 25.25 in.
Fuel Capacity: 5 gallon/.9 reserve (18.95 litres)
Claimed Dry Weight: 742 lbs (336.57 kg)