Harley_Davidson_FLHT_Electra_Glide_MY_OPINION

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 we've got our hands on the second spawn from the Sport's demise, Harley's FLHT, or Electra Glide Standard. The FLHT is less expensive than its Road King cousin, for it lacks that model's extra chrome and optional fuel injection. But if you're 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 Sport's 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 don't 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 don't get fancy chrome or a stereo, you do get that wonderful 80 cubic inch lump of Milwaukee iron. I'm 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 don't 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 they've 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 design's complex array of nuts and bolts. One cost-cutting measure that we don't 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 weren't programmable for riders who wanted to make modifications, something that has been changed this year. We'd 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 you'd 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. There's 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 frame's lower center of gravity makes parking lot manouevering easier than you'd 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 suspension's 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 Glide's 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 doesn't 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 aren't 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, we're not falling victim to all the marketing hype that says "Things are different on a Harley." Your life won't 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, it's almost $2,000 cheaper than a Road King and a whopping $5,255 less than Harley's 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.

Harley_Davidson_FLHT_Electra_Glide_MY_OPINION

Offered for the first time in color options, the 2005 Harley-Davidson FLHT/I Electra Glide Standard is an outstanding value for a rider who wants basic touring amenities or a clean starting point for a customized touring machine. Chopper Blue and Black Cherry join traditional Vivid Black as color choices for the 2005 FLHT/I

Harley_Davidson_FLHT_Electra_Glide_MY_OPINION

FLHT/FLHTI Electra Glide Standard: This is the Harley touring experience taken down to pure form. The Electra Glide® Standard. It starts with a Twin Cam 88® engine at center stage. Choose a traditional carb. Or new for 2003, the sophisticated, heat-managed EFI system we debuted in our other touring rigs last year. You also benefit from last year's chassis improvements. Big miles are smoother than ever. We kept the Standard's style minimalist from there, then decked it out for the Anniversary. This one has Vivid Black paint, 100TH tank cloisonné and model nameplate. You also get lockable hard bags. Generous boards. And a comfortable seat. We could think of no better place to park it for the million miles of road that lay ahead. FLHTC/FLHTCI Electra Glide Classic: Say the words “touring bike,” and chances are the Electra Glide® Classic is the machine that comes to mind. With classic looks and a go-all-day attitude, it's become the quintessential long-hauler. It starts with a powerful EFI or carbureted Twin Cam 88® powertrain with refined chassis. There are hard bags, Tour Pak® luggage box with 100TH emblem and sound that complements the rumble from the pipes. 40-watts-per-channel from low-distortion speakers. This year, it's even better, with a new CD player standard. There's full instrumentation behind the unique batwing fairing. And an Anniversary look that could only be described as magnificent. Ask yourself, what, or rather where, do you have in mind now?

Harley_Davidson_FLHT_Electra_Glide_MY_OPINION

I've put 3000 miles on this motorcycle since I've bought it new. Just like the Motor Company claims this is a heavy bike. It is well engineered though, since it is easy to maneuver, even at the slowest speeds. Plenty of room for any large sized rider, with a comfortable seat to footboard to handlebar relationship. Rubber mounted powerplant means the vibes that come through are very well tuned. The feel is there without the discomfort, for both rider and passenger. Ride all day long, and that's what it's all about. Handling belies this beast. Steady, stable at high or low speeds, it can lean at some respectable angles. Right side will touch just a tad sooner than the left side will. And only the footboard supports instead of exhaust pipes or other body parts Even though the motor is a pleasant surprise over the already torquey Evo, the biggest surprise is the new four piston calipers used for stopping power. Twin discs up front, single in the rear, this monster easily stops with two finger modulation. The rear brake's sensitivity is superb. No poggoing, or locking up the rear wheel unless you ride with abandon. Some notes of concern. Paint on saddlebag lids and actual saddlebag showed signs of cracking. Dealer looked after this, no questions asked. Fuel gauge gets condensation on back of sight glass. The Motor Company refuses to replace gauge unless it quits working all together. Personally, I find that unacceptable. Overall a real good "two up and all the gear" tourer that can be easily personalised by it's owner. Not all the frills of the Classic or Ultra but......who needs all that stuff anyways!!!