Harley-Davidson Tri-Glide Ultra Classic Motorcycle Review

13 Июн 2015 | Author: | Комментарии к записи Harley-Davidson Tri-Glide Ultra Classic Motorcycle Review отключены
Harley-Davidson FLHTCUTG Tri Glide Ultra Classic

2009 Harley-Davidson Tri-Glide Classic

Story by Glenn photos by Glenn Roberts, Parsons, Liz Clubine

It comes as no that the motorcycle industry has by leaps and bounds over the couple of decades, this economic downturn notwithstanding. Not can experience the wind in their and the freedom that a motorcycle on two-wheels for a number of reasons, but however, is a different story.

of the reason for the huge increase in sales over the years are boomers getting back the sport after taking years off for family, mortgages, and life in general. However, not all of returning to the sport, or those getting into motorcycling for the time, feel comfortable on two especially if taking a passenger is of their plan.

There are of other reasons a person prefer a trike to a motorcycle and the demographic of the massive boomer also plays a part in the making. Balance and stability either from injuries or the strength required to hold up a bike and possibly the perceived of the added safety that wheels might provide all be reasons to buy a trike. The number of entering the sport is at an all time and it’s no coincidence that segment makes up a significant of trike purchasers as well.

saw a huge potential and an already growth in the expanding three-wheeled and chose to design a new vehicle

The Motor Company is no stranger to the world, producing the Servi-car in for police, mail delivery and commercial services. The Servi-car an amazing 41-year run up to 1973, but the lack of production had halted for the iconic brand. During the last of 2008, Harley-Davidson introduced version of the modern trike–the Tri Glide Ultra Classic.

The Tri Glide Ultra Classic, as the implies, is based on the top-of-the-line Classic Electra Glide and such amenities as an 80-watt 4-speaker sound system integrates a CB radio and passenger-to-rider system, electronic cruise and vented fairing lowers. But the passenger seat back and the similarities to any other modern end. Although not apparent at a a larger engine and the optional round out the most significant to the Tri Glide.

With the 2009 touring motorcycles getting a redesigned frame, the engineers at the Company thought it best to go one further with the Tri Glide and even more modifications to the chassis. The extra demands the steering forces and the vehicle meant a ‘ground-up’ design of the new

Changes in steering geometry include; an increase in total from 29.25 degrees to 32 the reduction of 69.85 mm of trail to mm, and a fork length increase of 45 mm compared to the Ultra Classic. claims these changes decrease steering effort by 25 but no matter how you look at it, it is still arm steering.

Like almost all on the road these days, the Tri doesn’t lean into and therefore counter steering come into play. To on any corners, regardless of vehicle or size of corner, the handlebar has to be turned. Gentle sweepers expel very much from the rider, but taking a corner at any speed takes a amount of force to point the wheel in the desired direction.

The Tri Glide has a steering damper as equipment to help minimize the of a wobble while slowing and this damper may increase effort somewhat. Leaning the turn and out of the protective pocket of air the batwing fairing and the windshield does seem to make the less strenuous.

Also as a of the Tri Glide not leaning, corners to be taken slower and the front chatters around tight as inertia tries to push the in the original direction. A condition with all trikes as the laws of does not exempt three-wheelers.

the weight of the Tri Glide is significant at kg (1139.6 lbs) without fuel or oil, getting the Tri to running order increases the to a whopping 532.6 kg (1174.1 In order to get things rolling, has used the Twin Cam 103 (1,690 cc)

At 101 ft lbs of torque at just 3,500 the air-cooled, fuel injected along with the six-speed Drive transmission, won’t win any but the driveline duo perform a fine job of the Tri Glide up to speed. Passing vehicle at highway speeds, can be painfully slow and requires a or two. I actually found down to third gear a choice for a brisk pass.

In the consumption department I didn’t what to expect with the Harley V-Twin and a heavier normal vehicle. During my riding of mostly country I averaged 7.16 L/100 km mpg) out of the 22.7 litre This should give a just shy of 320 km.

The low fuel light came on at 267 km leaving plenty of kilometres to a gas station. Good thing, you sure wouldn’t want to to push it.

As with any vehicle of mass, it’s unlikely you be pushing it backward if you happen to in a downhill parking spot, or a parking spot for that The left switchgear houses the to use reverse controls, if you have the reverse. Yeah, you read right, this 532.6 kg doesn’t come standard reverse.

Reverse is an electric mounted on the rear differential can really get you out of a bind if you don’t a few strong friends with you are willing to push. The optional will add $1,520 to the final price. While my demo did reverse installed, I’m sure the time you are stuck you’ll that it is worth every

Final drive is by way of Harley’s and trusted high-strength belt to the newly designed rear assembly. The rear axle the resulting power to both of the seven-spoke cast aluminum shod with a pair of Signature P205/65R15, a common of car tire.

The ride is compliant in the while the rear can get a little with the big five-inch wide hitting twice as many as a motorcycle rider is used to. suspension, like the other Harley bikes, is controlled by adjustable air shocks. While I load the trike up with a and fill the available storage with weight, I would to think it might be like a truck–a rougher ride the box is empty, while the weight of a load compresses the shocks, the ride smoother.

Something I had to get used to is that the Tri follows the angle of the road. of the motorcycle’s natural tendency to stay perpendicular to the horizon on a stretch of road, the dual on the rear of the Tri Glide follow the of the road. While the same happens to a car, it seems more pronounced on the trike.

The Tri uses dual discs up being clamped by a pair calipers while the rear has a on each wheel and single calipers. The front brakes use a bit better grasp on the rotors, but a squeeze on the lever does the Tri Glide quite adequately. The brakes take a very push on the pedal to effectively both rear calipers in to slow the trike down.

I was accustomed to the required pressure on the pedal, the rear brakes do a good job of bringing the Tri Glide to a The parking brake, located on the side in front of the rear and could be quite a stretch for to apply, is integrated for use with the brake calipers.

The Tri Glide an outstanding touring machine, if one were to base their requirements on storage space. In to the standard Tour-Pak, the trunk .127 cubic metres cubic feet) of cargo for a combined total of .186 metres (6.56 cubic In terms of total weight, the can accommodate 22.67 kg and the Tour-Pak is for 13.6 kg, for a total of 36.28 kg (80 a pretty significant number

Also on the list of touring is comfort for rider and passenger. based on the Ultra Classic, the design of which hasn’t for many years, and for good the Tri Glide has a deeply-sculpted, comfortable seat that offers lower back support. from seat to handlebar to is perfect for a straight back and all-day riding position. As all of touring models, I find the top of the an awkward height.

I’m either to look over it or slouching to through it and, without would opt for a shorter version.

The also has floorboards as well as a comfortable pillow seat and a backrest courtesy of the Tour-Pak offers some adjustability and aft.

One very important to always be aware of is the added of the rear end, something the regular motorcyclist is not familiar and may take for granted while up to the gas pumps, squeezing in-between cars or trying to miss the … skunk in the middle of the The rear fenders take up a 1114.55 mm (43.8 in) of width.

must be taken in tight and when throwing your leg the seat as scuffing a fender is a occurrence if you’re not careful. in the left tire track is no the case for fear of a fender out over the yellow line and in the way of traffic. If a mishap does the fenders are separate from the body and easily removed for or replacement.

Fit and finish on the Tri Glide is top notch, as it is with all other Harley-Davidson

While I had ridden a couple of previous to the Tri Glide, those rides were a few years ago so I compare fairly. And being a I can’t compare the Tri Glide to that I regularly ride. In that and accepting the Tri Glide for it is–a trike–I thought it worked very well and I got over the idiosyncrasies of trikedom, I found it somewhat enjoyable.

I must say for the record, I will be with two wheels, hopefully for a long time to come.

The of three wheels doesn’t cheap. The Tri Glide Ultra retails for $39,269 in basic Black while a Dark Pearl or Red Hot Sunglo version set you back $40,289, plus…umm…reverse. For information go to www.harleycanada.com. or your Harley dealer. MMM


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