2011 Harley Road Glide Ultra First Ride

The second new addition to the 2011 Harley family is the Road Glide Ultra. H-D has taken its popular bagger and dressed it out in full touring trim, adding vented fairing lowers and what Harley calls its PowerPak as standard equipment. The PowerPak consists of Harley’s 1690cc Twin Cam 103 engine, anti-lock brakes and the H-D Smart Security System. The extra horsepower of the TC 103 suits the Road Glide Ultra well because the new upgrades and accessories add 83 pounds in comparison to last year’s Road Glide Custom. Much of this weight comes in the form of the King Tour Pak the Road Glide Ultra is equipped with which features a big topcase with 2.26 cubic-feet of storage, a wrap-around rear tail/brake light combo, a passenger backrest and speakers for the 80-watt Harman Kardon audio system.

The PowerPak package on the Road Glide Ultra is also standard fare on the Road King Classic and the Electra Glide Ultra Limited. It is offered as an option on the Street Glide and the Road Glide Custom, but the Road King, Electra Glide Classic and Ultra Classic Electra Glide get left out of the party and are still powered by the TC 96. Harley-Davidson was mum as to whether the TC 103 will be the mill of choice for the entire touring family in the future, but after watching our group of motojournalists scramble for seat time on the bikes equipped with the 103, I’d be surprised if it isn’t at the heart of all Harley tourers next year.

The big pushrod-operated V-Twin is the star of the changes differentiating the 2011 Road Glide Ultra and the 2010 Road Glide Custom. The new mill pushes out a claimed 9.6% more torque than the TC 96, achieved in part by upping the bore from 3.75 to 3.875 inches to push max output numbers to a reported 102 lb-ft of torque at 3500 rpm. But you don’t have to wait until 3500 rpm to notice the difference the extra displacement brings. The Road Glide Ultra comes off the line with extra urgency and there’s plenty of pull as low as 2200 rpm. It’s not snap-your-head-back power but is an even distribution of arm-stretching, low-end torque and adds the right amount of gusto needed to spice up Harley’s touring line. The extra power also adds a richness to the exhaust note coming out of the dual exhausts as H-D switched the Road Glides and the Street Glide back to a 2-1-2 arrangement for 2011.

The clutch lever pull is light and friendly and the throw is short as open road allows us to get up to highway speeds. A push with my left thumb engages the motorcycle’s standard cruise control mounted on the left handlebar. Though I’ve ridden the Road Glide before, the new Ultra version feels slightly different. The pressure point from the new seat is higher up on the lower back as the saddle is narrower up front and has a deeper bucket. Air is diverted around the rider more, courtesy of a higher windscreen, mid-frame air deflectors and the fairing lowers. But the weight and width of the King Tour Pak has altered the bike’s center of gravity and the Road Glide Ultra doesn’t quite have the nimbleness of the Road Glide Custom.

As the mountain roads get twistier and narrower and then funnel down to one-lane bridges over fast-moving creeks, we test the edges of the 17-inch Dunlop D407 Multi-Tread front tire. The fact that the Road Glide Ultra’s Shark-Nose fairing is frame-mounted keeps action at the bars from feeling too heavy and since Harley went from stamped and welded parts to a casted and forged frame on its touring bikes a couple of years back, its big tourers track loads better in turns. You can notice a tad more drag on the Road Glide Ultra’s rear end though, a combination of the added weight and altered aerodynamics.

A quick squeeze on the front brake lever and the four-piston fixed Brembo calipers put the bite on dual rotors and the feel of Harley’s brakes continues to improve yearly. Combined with the ABS that comes as part of the PowerPak, the braking system is much more confidence-inspiring than years past. Harley’s done a solid job of keeping its ABS unobtrusive by hiding the components in the wheel hub in an independently controlled setup. A good stab at the brakes is all it takes to get the ABS to engage and the corresponding foot or hand will experience a pulse letting riders know the system is pumping the brakes faster than humanly possible.

The final part of the PowerPak is the H-D Smart Security System, a cool little hands-free fob that communicates with the security module on the bike, automatically self-arming and disarming when you’re within a certain range. When riders turn the bike off and walk away with the fob, the Smart Security System disables the vehicle starter, ignition and electronic fuel injection. And when you’re plunking down $22,499 for the Road Glide Ultra, riders will appreciate this safeguard to their investment. When you consider that you’re getting a bigger engine, ABS, and a sophisticated security system for $1995, the price of the PowerPak, it’s a deal.

And passengers will be much happier perched in their own backrest with its adjustable lumbar support, their feet propped up on their own floorboards. There are loads more storage for two-up travels, because the 2.26 cubic-feet of the GTX Saddlebags is doubled by the 2.26 cubic-feet of storage capacity offered up by the topcase. The PowerPak even boosts the sound of your tunes with two more speakers so riders can plug in their favorite MP3 player and crank up the 80-watt Harman/Kardan system.

The one point of contention with the 2011 Road Glide Ultra sure to cause a stir is that the new touring accessories detract from the aggressive, hot rod styling of the old Road Glide. The fairing lowers and King Tour Pak makes the Road Glide Ultra a better mount for long trips but at the cost of character. Any time you mess with the status quo, there’s going to be dissension in the ranks. But one ride with the extra power of the TC 103 on a bike with better brakes and double the storage should be all it takes to expose the merits of Harley’s newest touring motorcycle. The complete 2011 touring lineup consists of the Road King ($16,999), Electra Glide Classic ($18,999) ,Ultra Classic Electra Glide ($20,999), Street Glide ($18,999 + $1995 for PowerPak), Road Glide Custom ($18,999 + $1995 PowerPak), Road King Classic ($19,499), Road Glide Ultra and the Electra Glide Ultra Limited ($23,699).

And while we got to spin some miles on the two newest 2011 Harleys, the SuperLow and Road Glide Ultra, the 2011 Softail Classic caught our eye first as one of the most striking of the new Harleys with its classic styling. Vintage full fenders draped over spoke wheels and whitewall tires held by a stocky fork have timeless appeal. Stout in the middle with a five-gallon tank and tall chrome console, low-riding on an ultra-plush 24.5-inch high leather seat holding on to low-set, wide cruising bars, the Softail Classic is all about getting to your destination in style. Big floorboards allow for plenty of leg room in a kicked-back riding position while you click through gears with the heel/toe shifter. The Softail Classic is running with the Twin Cam 96 B engine and after having ridden the TC 103-powered Road Glide Ultra prior to the Softail, the livelier throttle response is quickly missed.

As a family, the Softails grabbed the last of Harley’s major 2011 headlines with the option of coming equipped with ABS. The tidy system consists of an ECU “brain box” in the electrical caddy in front of the rear tire. This ECU monitors the rear wheel control unit mounted behind the transmission and the front wheel unit squeezed in between the frame downtubes behind the front wheel. A tone ring is embedded in the hub bearings and the speed sensor is in the axles to provide a clean look. The system senses tire skid when brakes are applied and the ECU activates whichever wheel is experiencing skid, enacting the rapid series of pulses we had already mentioned for max braking force and to prevent uncontrolled wheel lock.

The other news surrounding the Softails is the addition of a few new buttons to the hand controls. The trip switch has been moved to left hand control resulting in the readout of the odometer has been made larger with more info including a small digital display window that provides riders with gear and rpm. The hazard on/off has been moved to a single button on right hand control and Harley has used fewer and smaller wires to make swapping out handlebars easier.

Harley-Davidson heads into its 107th year of production with an ambitious lineup of 30 motorcycles and two factory trikes. It is a company that is actively seeking to solidify its position with the 18-35 year old demographic and to expand its influence in the multicultural marketplace. To reach this demographic, Harley’s initiated more out-of-the-box marketing campaigns, setting up shop at events like Bonnaroo, a four-day, multi-stage music and camping festival held on a 700-acre farm in Manchester, Tennessee, and the SXSW music and film festival in Austin, Texas. It’s also been trying to take advantage of product placement in movies, like the upcoming Captain America movie where the lead character, Captain America, will ride a modified WLA which is really a converted Cross Bones. The Bar & Shield has undergone its share of challenges recently and has had to trudge through the same mire as other manufacturers, but it has made the difficult decisions and if its latest financial report is any indication, it appears to be on the way to righting a listing ship.

2011 Harley-Davidson Sportster Iron 833 XL883N

The 2011 Harley-Davidson Sportster Iron 833 XL883N is an amazing way to get started with a custom motor bike. From the authentic Harley 883 cc engine to the chopped fenders to the peanut fuel tank, every piece of the Harley Sportster Iron 883 has the style you want in your custom motor bikes. For a combination of style and value look no further than the Harley-Davidson Iron 883. Also learn more about other Harley Sportster custom bikes such as the 1200 Low custom motorcycle and the Nightster with a vintage motorcycle look. The other Sportster motorcycles all have their own personality. Learn more about each bike and its distinct style. For custom bikes and more the 2011 Harley motorcycles have it all.

Big Red Harley-Davidson Custom

 Big Red Harley-Davidson Custom

Harley-Davidson unveils 2011 Blackline

Harley-Davidson’s Dark Custom family just got a little bigger with the addition of the new 2011 Blackline.

H-D is describes its new creation with typical poetic, hyperbolic flair: “Lean as wire, hard as iron and dark as a tar road at midnight, the new Blackline motorcycle is a Harley-Davidson Softail model pared to the bone. The Blackline throws new fuel on a fire that burns across generations, an unquenchable desire to ride.”

As the photos indicate, the rear fender of the Blackline is bobbed high over a fairly narrow 144mm tire. It also features a compact headlight and speedometer that are tucked into the wide, FX front end.

2011 Harley-Davidson Blackline

Styling elements include a fuel tank that is shaved smooth and low, as well as the lowest two-up seat ever offered by Harley-Davidson – 24 inches with a rider on board. Other features include a new split drag handlebar that bolts directly to the top triple-clamp.

The Softail chassis utilizes rear suspension control provided by coil-over shock absorbers mounted horizontally along the frame rails below the powertrain, where they are out of sight. The goal was to replicate the lines of a vintage hardtail frame.

2011 Harley-Davidson Blackline

Powering the Blackline is an internally counter-balanced Twin Cam 96B V-Twin engine that is rigid mounted within the frame and dressed in black and silver. Fuel is delivered via Electronic Sequential Port Fuel Injection and H-D rates boasts 89 ft. lbs. peak torque at 3250 rpm.

We’ll have a full report on Monday from Kevin Duke, who was lucky enough to be at the unveiling.

2011 Harley-Davidson XR1200X First Ride

First appearances can be misleading. Case in point: Harley-Davidson’s 2011 XR1200X. At first glance the updated Harley appears to be your average, run-of-the-mill standard, barely two steps away from a full-on cruiser. It’s for this reason that upon arriving at Eastern Wisconsin’s beautiful Road America we were surprised to be riding said machine on the racetrack for the U.S. press introduction. But 70-degree sunny weather and one of the country’s best circuits awaited us, so when in Rome… As it turns out all of our prejudices were quite unfounded.

Things started to make a bit more sense in the pre-ride technical briefing, where the motorcycle’s changes were highlighted. While there aren’t too many to speak off, the bike does feature new suspension front and rear, with Showa’s 43mm Big Piston Fork gracing the pointed end. This came as somewhat of a surprise as said Showa fork is advanced in even the most hardcore sportbike circles. Fully-adjustable dual 36mm Showa rear shocks completed the suspension changes. As for brakes, the 292mm front rotors are now floating while still being gripped by the same potent 4-pistion Nissin calipers as last year’s bike.

Tires are still specially-made Dunlop D209 Qualifiers. Due to the 580-lb curb weight of the XR they had to tailor a rear tire to handle the rather large amounts of weight transfer it generates under acceleration. Up front Harley uses an unconventional 18-inch wheel, something Dunlop also catered to.

The engine gets a blacked-out treatment, as do the upswept dual-exit shotgun exhausts, while orange pinstripes on the wheels round out the changes for the X-model. Retail price goes up $1000 to $11,799 for the XR1200X. Remember though, just the shock upgrade for the previous XR1200 to match what is now standard on the new bike cost $1500, so the 1K price hike isn’t a bad deal at all. The new XR-X will hit dealers later this summer, eventually replacing the standard XR1200 completely come 2011. Colors are Denim Black and Hot Denim White, both featuring a semi-gloss final finish.

A somewhat interesting back story follows the XR1200, as originally in ’07 when the model was first introduced it was for European markets only. Yes, a bike based off the dirt tracks of America only being sold overseas. Try and make some sense of that. The bottom line was that sport-standards just plain don’t sell in the U.S. like they do overseas, thus the original decision not to bring the quintessential American flat tracker to the U.S. was made.
But through an overwhelming number of customer requests, Harley-Davidson had a change of heart and at the end of 2008 announced we would sell the model on our shores as a 2009 edition. Many a dirt track fans rejoiced, even if it was only a limited run of 750 units.
Showas new Big Piston Fork sits up front on the updated 2011 XR1200X.Fully-adjustable Showa 36mm dual shocks are parts of the suspension upgrades that grace the 2011 H-D XR.

That’s not to say the same trend of overseas priorities didn’t continue. The Euro contingent received the updated XR1200X we are testing here as a 2010 model, and it has been in dealerships for several months now. But better late than never, they say, so for 2011 the U.S. will follow suit and get the updated ‘X’ edition, which we rode around the strangely-fitting Road America Raceway.

Don’t forget this is a rather massively-heavy standard and with the exception of the new front fork features mostly several-decade-old technology wrapped in a new packaging. Or so we thought. Once we threw a leg over the XRs and hit the track our minds began to change – and fast.

Slamming the footpegs onto the ground the third corner out of the pits was startling, though the trusty XR didn’t falter. It was a bit unnerving for awhile, as once easily past the footpeg feelers we were into the exhaust heat shield and then the exhaust itself. And though the footpegs are folding and forgiving, the exhaust definitely is not. Yet one just had to approach things slightly different, hanging off far more than usual, especially though the long right-hand Carousel. Once really off the seat it kept the bike more upright and away from the solid and scary parts. We were soon knee on the ground in every corner and pushing far past what we thought possible for such a machine, scraping noises dancing through our helmets the entire time.

Due to the odd-sized front wheel I had feared front-end feedback and grip would borderline on scary. Not the case at all. The bikes turned in with a surprising amount of authority and were equally as stable, providing feedback on par with most modern sportbikes. This was aided by the stock, specially-designed Dunlop D209 Qualifier rubber. No question the grip levels of the Dunlop rubber far exceeds that of the machine’s cornering clearance, so tire sliding was never an issue. That is, unless you slammed hard parts into the ground with enough force to lever the wheels into the air – not something we would recommend trying.

The brakes had good initial bite when cool, though that lasted for about two laps before they began to overheat. Even so, they remained consistent and didn’t do anything scary as the performance slowly trailed off during longer sessions.
Top speed down the Kettle Bottoms and into Canada Corner was a tapped-out on-the-rev-limiter 122 mph. This is no doubt the result of the belt-drive final gearing, as the bike felt like it had an easy 10 mph more in it. Thankfully the rev-limiter is soft, not nearly as abrupt as some of the previous Harleys we have tested.

The transmission worked as well as one would expect from a massive air-cooled V-Twin with very low miles on the odometer. Just about everyone pushing hard did have trouble with bike jumping out of top gear and back into fourth when attempting clutch-less up-shifts at wide-open throttle. While it wasn’t a false neutral, the load on the tranny wouldn’t let the gearbox fully engage the top cog and on occasion would click it back a gear without warning. Startling no doubt, but a quick swipe of the clutch lever would remedy the situation. As complaints go, this was without question our biggest.

Seating position is fairly upright, though as sporting as you’ll find on a motorcycle with the words ‘Harley-Davidson’ on the tank. The upswept dirt track-style bars made for easy reach and the seat is a comfortable place to be, both at speed on the track or cruising down the highway. Footpeg position is very neutral, further complimenting the seat and bar position. This may be a ‘sport’ Harley, but there’s still plenty of long-distance comfort built in.

Terry Vance, one of the founders of Vance & Hines, was on hand for the intro and made a comment in the morning briefing that I had initially been a tad skeptical of. Vance is a very smart guy, an ex-professional drag racer and current race team owner, and has done extremely well in the business end of motorcycling. As such he has a stable of motorcycles that would make any motorhead jealous. Yet he said that he continually found himself riding his XR1200 more than any other of the bikes in his “mancave”. Seeing as we were at the XR intro and he owns a Harley-sponsored race team, there was plenty potential for bias. Plus, I just didn’t see the XR as that exciting of a motorcycle. Until I rode it, that is.

2011 Harley-Davidson Road Glide Ultra FLTRU

Bigger is better. It’s the American way, and for 2011 Harley-Davidson, America’s leading motorcycle manufacturer, made Big Twin engines for select models a little bit bigger—and better.

For the 2011 standard models lineup (non-CVO models), H-D has unveiled the Twin Cam 103, an over-bored version of the tried-and-proven TC96. The new engine powers several of Harley¹s top-flight baggers, among them the all-new FLTRU Road Glide Ultra. Only The Motor Company¹s exclusive CVO line (stay tuned for reports on those high-end models) with their 110-inch engines offer more displacement among bikes wearing the Bar & Shield logo. The new TC103 is a result of increasing the TC96’s bore from 3.750” to 3.875”.

Before we snoop through the FLTRU’s spacious saddlebags and Tour Pak, and poke and prod at its other long-haul features, a little clarification about the engine displacement is in order. No doubt, there’s no replacement for displacement, but Harley-Davidson opted to keep engine size at 96 cubic inches for the remaining Big Twin line (Road King, Electra Glide Classic and Ultra Classic Electra Glide, plus the Softail and Dyna platforms).

The Road Glide Ultra is Harley-Davidson’s latest addition to its line of touring models.

The Road Glide Ultra is Harley-Davidson’s latest addition to its line of touring models.

But there’s a method to Harley’s marketing madness for model year 2011 that should find favor among Harleyphiles who feel that bigger is, indeed, better. You can special-order the 103-inch engine package on certain other Touring models (FLHX and FLTRX), too. Known as the Power Pak, customers can upgrade to include the larger engine, or stick with the TC96 for their bikes.

There’s plenty of storage space in the saddlebags and Tour Pak, standard items for the Road Glide Ultra.

There’s plenty of storage space in the saddlebags and Tour Pak, standard items for the Road Glide Ultra.

The Power Pak option also includes ABS (anti-lock braking system), the Smart Security System with hands-free arming and disarming functions, and exclusive “103” emblems for the derby cover and air cover.

Now for the even better news: the optional Power Pak costs $1,995, a bargain when you consider that the cost for upgrading a standard 96-cubic-inch engine is about that for parts and labor alone. Think of the ABS and security system as a bonus. Ditto for the engine ID emblem.

Owners who opt for the Power Pak package will feel another bonus once they fire up their 103-inch engines. Harley rates the 103’s peak torque at 102 ft. lbs. at 3500 rpm—about a 9.6% gain over the 96-inch motor—so there’s more power on tap for leveling steep grades or overtaking those pesky motorhomes that swagger and sway like petrol-powered pachyderms along our scenic highways.

Interestingly, the price for the Power Pak equates to about 10% over the MSRP of both eligible models, so you pretty much get what you pay for in terms of added torque per dollar spent. And keep in mind that torque, not horsepower, translates to a rewarding ride for most long-distance riders packing extra gear.

And speaking of long-distance riding, Road Glide Ultra customers won’t be disappointed in what they’re treated to once they settle into the newly formed seat for an all-day excursion. In fact, all the Touring models have re-shaped seats for added comfort. In addition, the sculpted saddles for the Ultra models (Road Glide and Electra Glide) offer additional lower back support, and a narrower forward section makes it easier for riders to place their feet firmly on the pavement during stops.

All the 2011 baggers have new seats that have narrowed front sections, making it easier to plant both feet on the pavement at stops.

All the 2011 baggers have new seats that have narrowed front sections, making it easier to plant both feet on the pavement at stops.

Other comfort features can be found in the Road Glide Ultra’s vented fairing lowers, passenger backrest and electronic cruise control. Audio acoustics are improved for the Harman-Kardon Advanced Audio System thanks to four speakers (two in the frame-mounted fairing, two on the Tour Pak assembly), plus there’s a CB/Intercom system so you can link to truckers or your passenger while logging the miles.

Vented fairing lowers keep you warm and relatively dry during winter riding.

Vented fairing lowers keep you warm and relatively dry during winter riding.

Like the rest of the Touring line, the Road Glide Ultra rides on Dunlop’s D407 Multi-Tread rear tire that was developed exclusively for Harley’s big rigs. The tire’s construction offers longer-life center tread compound with softer shoulder compound for improved cornering grip. The rear wheel hub’s Isolated Drive System compensator helps control vibration and noise under all riding conditions, too.

But make no mistake, the centerpiece for the new Ultra (as well as the Road King Classic and the Electra Glide Ultra Limited, the latter of which we tested here), is the 103-inch engine.

"...the centerpiece for the new Ultra is the 103-inch engine."

Which begs the question: why doesn’t Harley-Davidson equip all of the Big Twin line with this bigger and better engine? Good question, and when asked, one Harley spokesman merely smiled.

Over the years Harley’s marketing strategies have favored introducing a major upgrade such as this on one or two models, and then coming back in a following model year with the upgrade included across the board. So if Harley history is any indication, speculation leads to the obvious, and that’s that the 103-incher will be standard fare on all Big Twin models for 2012.

After all, bigger is better. It’s the American way. And Harley-Davidson always follows the American way.

Harley-Davidson Reports 2010 Results

Harley-Davidson reported $259.7 million in income in 2010, up from $70.6 million in 2009 thanks to improved results from the company’s financial services division.

“We feel good about our 2010 results,” says Keith Wandell, president and chief executive officer of Harley-Davidson, Inc. “Through the hard work of a lot of very dedicated and talented employees and dealers, we have made strong progress at transforming our business to be leaner, more agile and even more effective at delivering great products and customer experiences.”

Operating income from Harley-Davidson Financial Services totaled $181.9 million compared to a loss of $118 million in 2009, accountng for a lot of the improvement.

Harley-Davidson sold 222,110 units in 2010, down 8.5% from 242,634 units sold the previous year. U.S. sales totaled 143,391 units, a decrease of 11.7% from 2009 but ahead of the industry-wide 15.8% decrease in U.S. sales reported by the Motorcycle Industry Council. Based on the MIC’s data, Harley-Davidson sales accounted for 32.7% of all U.S. motorcycle sales and 46.7% of on-highway model sales.
2010 Harley-Davidson 48

“In the U.S., we are the market share leader in new on-road motorcycle sales, not only to Boomers but to young adults, women, African-American and Hispanic riders,” says Wandell. “In Europe, we moved into the number two market share spot for heavyweight motorcycles in 2010. For 2011, we plan to build on our position as one of the strongest brands in the world through our continued focus on customer-led products and experiences.”

Motorcycle sales generated $3.14 billion in revenue in 2010, down slightly from $3.18 billion in 2009. Operating income however was up 20.1% in 2010 to $378.8 million compared to $314.0 million in 2009, thanks mostly to a decrease of $57.5 million in restructuring expenses.

Continuing restructuring efforts are expected to save $210-230 million in 2011 and from $275-295 million in 2012 with ongoing savings of $290-310 million in 2013 and beyond. Harley-Davidson has scheduled negotiations with unions representing workers in Kansas City, Mo., for a new labor agreement. The current labor deal expires in July 2012.
2011 Harley-Davidson FXS Blackline Softail

For 2011, Harley-Davidson expects to ship 221,000 to 228,000 motorcycles worldwide, an increase of 5-8% from 2010 shipments.

“In 2010, we expanded our international footprint, saw improvement in our motorcycle segment results driven by the restructuring of our operations and returned HDFS to solid profitability,” says Wandell. “A strong, financially sound Harley-Davidson is key to our ability to invest in the business and grow. While there is still hard work ahead and we remain cautious in our outlook, I am confident that we are positioning Harley-Davidson to succeed and deliver value for all our stakeholders into the future.”