HARLEY-Davidson’s Electra Glide Ultra Classic (or FLHTCU in Hog speak) is a touring experience par excellence. It might not be the fastest or the best handling but there’s something about the whole package that has you smiling at the end of a long day in the saddle. The Ultra Classic is end of the road when it comes to Harley-Davidson’s touring line-up. By that we mean it’s the highest spec standard production tourer you can get if you want two cylinders and a made in America tag (unless you go the whole hog so to speak and select the CVO Screaming Eagle Ultra Classic which takes this model and blings it up even more). 

Before the trip

To talk about the technical side of things on the Ultra it’s hard to know where to start but the engine is as good a place as any. The powerplant from Harley-Davidson is a 1584cc V-twin, known as the Twin Cam 96, which has electronic sequential port fuel injection feeding fuel to the massive pistons. Pushrods are used to punch the valve gear up and down in the 45-degree air-cooled donk and there’s enough poke to belt you along the road at a very decent rate of knots, whatever the load.

The six-speed Cruise Drive transmission gets the ratios shifting, with sixth gear essentially an overdrive. Drive to the rear wheel in all six-speed models, including the Ultra, are via carbon-fibre belt which has an enviable reputation for longevity and quietness. Harley doesn’t really talk about power figures but does like everyone to know the 96 engine has nearly 126Nm of torque. And why wouldn’t they, the torque is a big plus in this machine.

It’s a big sucker too, with a weight of 390Kg ready to roll, you know there’s plenty of bike underneath you. A quick look at the specs panel sees a wheelbase of 1620mm, a total length of 2470mm and a fuel capacity of 22 litres. Add to that the expanse of fairing and luggage and you realise this bike is no shrinking violet.

A steel chassis holds everything together, 16-inch wheels are fitted front and rear and four-piston Brembo brakes do the stopping duties, with ABS an option. Telescopic forks and air adjustable suspension at the rear complete the rolling chassis.

That’s all standard Harley fare really but it’s the add-ons that set the Ultra apart from the rest of the team and many of its competitors. Rider and pillion comfort was obviously a very high priority of the designers. Both are catered for extremely well, with the rider’s squab kicking up sharply at the rear for lower back support, while the pillion gets the back and arm rests which is part of the top box set-up. But it doesn’t stop there, you have a top line stereo, cruise control, adjustable footrests/floorboards for both rider and pillion, CB and intercom and enough gauges to keep a fighter pilot happy, well maybe a Tiger Moth pilot happy. There’s even a couple of power outlets to hook up a light at the camp site.

Keeping you as comfy as possible is the fork-mounted Bat-Wing fairing and frame-mounted leg guards, both of which have integral glove boxes. The last bit of technical wizardry is the alarm system which you keep in your pocket. As you walk away the bike arms its alarm system and deactivates as soon as you get within a certain distance to the bike. No keys, you just get back on and fire it up.

The trip

Our torture test of the Ultra was a three-day, 2000 kilometre two-up trip on highways, byways and bumpy back roads. Two up, lots of gear and of course a camera and copious lenses that a bike journo is never far from. The panniers and top box took it all, but there wasn’t much room left. We had what we needed and headed north up Thunderbolts Way after a nice brekky at Gloucester.

Even though it’s a hefty machine any feelings of size when manoeuvring all but disappear when you get underway. The fairing gives great protection but about an hour out of Walcha we started to feel the chill. It all made sense when we noticed snow covering the ground. A stop for a pic and some wet weather gear and we were on our way. We thought what it would be like on a bike with no fairing but as we had one along for the ride, those thoughts disappeared quickly.

Up the steep grades and the bike was purring, the torque of the engine pulling easily. You can labour the engine if you like but the flexibility of the powerplant lets you keep one gear much of the time in the tighter stuff. As for ground clearance, it is was only when the bumpy corners arrive that you sometimes run out of ground clearance but it was never something which became an issue. Out on the open road in sixth the engine feels as though it‘s just above idle and often we found top was overkill and only really useful on freeways and the like.

We were with a pack of sports tourers and a Gold Wing but we were never far behind at each stop, content in cruising along and taking in the scenery along the way. After all it’s about the ride, not the destination – right? After a long day one we found ourselves with an hour to ride along the Summerland Way in darkness. This is where the fairing came in to its own, where it was just the right height to keep the visor up checking for roos and listening to the stereo while cracking along at a fair clip.

Day Two and we found ourselves on the Mount Lindsay Highway which is bumpy and twisty in numerous sections. We found a good pace could still be had, no doubt helped by the awesome brakes which, while not up to sportsbike standard, were definitely an eye opener as to how good they were, especially considering the bike’s weight.

The bike can weave a bit when pushed but we never found it to be disconcerting. We also found that the Twin Cam engine is much happier on premium unleaded, but were forced to fill up with regular at one stage and pinging was the result. No doubt being in the hills, fully loaded and two up didn’t help but all you need to do is not lug the engine and get some premium in ASAP.

Day three and we are heading south again down the New England Highway. Early morning, mid winter – you get the picture. Once again the Ultra was in its element and one look at my companion on the distinctly non tourer he was riding, was good for a laugh. He was doing it tough in the cold, and we weren’t. Finally home after a 700km day and we could have gone another few hundred clicks easily.

The verdict

We thought the route planned for our trip would test the Ultra Classic to its extreme limits but maybe we didn’t give it enough credit. We gained a much better appreciation for the big fully dressed tourer after our test. Harley-Davidson fans intent on racking up long distance kays would have this bike on their short list but for those riders who’ve never had the radar set for the American brand, it should be. It’s comfortable and very capable. Try one for size.

Price: single colour with ABS $33,750; two tone $34,350; 105th Anniversary model $35,750.