2017 FLTRXS Road Glide Special Review

by Dain Gingerellli

I was highballing north on US 395 along california’s Sierra Nevada Mountains, the Harley’s cruise control doing most of the work, when the slow-moving tractor-trailer up ahead forced me to reduce speed. I should point out, too, that this was no ordinary Harley-Davidson. I was riding a 2017 FLTRXS Road Glide Special, and its electronic odometer revealed that the Milwaukee-Eight engine had only recently been broken in by the crew at Harley’s West Coast fleet center. The big 107″ V-twin was loafing along at about 85 mph, the bike’s standard cruise control feature subbing for me while I relaxed and rested behind the RUSHMORE-inspired fairing. Life was good—until the big rig impeded our headway.

I gently applied the Reflex Linked brakes to cancel the cruise control command, hauling the speed down to about 60. A few cars approaching from the opposite direction prevented me from overtaking the slow-moving rig right away. Moments later an opening in the traffic set me free, so I purposely twisted the right grip, feeding raw gasoline and fresh air into the eight-valve engine’s thirsty combustion chambers. The single-cam engine liked that, and our speed increased proportionally until the Road Glide Special quickly found its new place on earth ahead of the lumbering big rig. Life was, once again, good for me.
Let me be clear about another point: I didn’t downshift to fifth gear while overtaking the truck. This new engine has torque (I almost feel guilty about not spelling that with a capital T!) in spades, making downshifting optional under most riding conditions. Harley claims 111.4 ft-lbs. at 3250 rpm, a figure that’s actually only a few ft-lbs. more than what the Twin Cam 103″ generated. What the 2017 figures fail to reveal is that the new Milwaukee-Eight’s torque curve is much broader than the 103″ engine’s. And I like the new torque curve. A lot.

AIM’s editor, Steve Lita, pointed out the technological highlights of Harley’s new engine in issue 341, and in issue 342 he gave a glimpse of what the new baggers that cradle the engine in their RUSHMORE frames are like. Now I’m going to tell you about what I consider to be the best bargain among those baggers: the Road Glide Special.

This bike has it all, and the marketing folks at Harley pretty much pegged it with the FLTRXS’s mission statement: “Long on features, comfort, and attitude.” Indeed, and beyond the standard RUSHMORE and new Milwaukee-Eight features, the Special sports Harley’s big Boom! Box 6.5GT touch-sensitive screen that’s positioned between the inner fairing’s two large speakers and right beneath the easy-to-read analog instruments.

Truth be told, though, I rarely use the infotainment feature. Oh, I’ll dabble with the navigation option now and then to save myself from being totally lost during an adventure, but otherwise I prefer to enjoy the drone of the engine’s exhaust note while racking up the miles. And what a sound the 2017 Road Glide Special’s new mufflers produce, a deep, rich, mellow tone, one that bikers have enjoyed for years. Harley engineers were able to attain this new, throatier sound by exorcising some of the mechanical-noise demons from the engine, primary drive, clutch, and transmission. Less clanging noise there creates a vacuum of sorts that can be filled with more decibels from the exhaust system, the end result a motorcycle with a noise factor that, in addition to complying with federal decibel regulations, sounds genuinely cool. Welcome to the 21st century of motorcycle engineering and marketing; the Road Glide Special clearly stands at the forefront of this new philosophy.

Enough about the features, let’s talk about the Road Glide Special’s comfort. I’m on record in past bike reviews stating that I love touring aboard Electra Glides. I still like those batwing fairing bikes but, in truth, when it comes to absolute comfort, this RG Special fits me like the proverbial glove. My 5′ 8″ frame and 30″ inseam are well-matched to the bike’s ergonomics. I can flat foot stops at traffic lights thanks to a claimed seat height of 25.9″ (laden), and the reach to the handgrips is relaxed and natural. The seat’s bucket shape is form-fit to my derriere, and the tinted stub windshield mixed with the fairing’s RUSHMORE ducting allows just the right amount of wind blast to entertain me without pounding me. The small winglets at the base of the aerodynamically shaped shark-nose fairing help with that, and because the High Output engine doesn’t have the Twin Cooled liquid-cooling option, there are no fairing lowers to further isolate me from the elements so I don’t feel like I’m wrapped fully in a cocoon. I’m on a motorcycle.

Now let’s discuss the Special’s attitude. There are two key elements to a bagger: it must be capable of toting a reasonable amount of gear for extended rides, and it must look cool in carrying out its mission. The RG Special’s two lockable saddlebags boast a claimed 2.3 cubic feet of storage capacity, and while I can’t exactly describe just what that equates to in real-world gear, I can say that I was able to pack three days worth of personal inventory plus my camera gear for the blast up US 395.
And the FLTRXS looked cool—you know, attitude— while making the run up 395. Start with the paint. Vivid Black remains the standard color for the base model, which places MSRP at a rather cool $23,999. Our test bike sported the Hard Candy Custom paint option (three new color choices are on tap for 2017, two of which are Hard Candy Custom colors), which boosts price to $26,999. Yeah, it ain’t cheap, so determine just how much attitude you want, and then set your budget.

No matter the color option, though, all Road Glide Specials ride with the same cool chassis features, giving each bike a stance that shouts Attitude! The parts mix includes the 19″ (front) and 16″ (rear) Enforcer cast aluminum wheels with Brembo calipers and Dunlop Harley-Davidson Series tires. The bike’s stance is further set by a lowered suspension that features Harley’s updated specs. Claimed front suspension travel is 4.6″ front, 2.1″ rear.

New for 2017, the 49mm fork legs are filled with Showa Dual Bending Valve (SBDV) technology to smooth the ride up front. Out back you’ll find a pair of coil-over spring shocks with hand adjustability to set preload. As a unit, plus the low-profile tires (130/60-19″ front, 180/65-16″ rear), the suspension sets the Special nice and low, the way a bagger should be. There’s a small price to pay, however, as shortened suspension means there’s less up-and-down travel to absorb some of the bumps in the road. To be sure, the new suspension technology works well over smaller road holes and frost heaves, but a series of repetitious bumps challenges the damping rates; expect some chatter or jack hammering at times.
For the most part, though, the ride remains controlled and rather refined. Moreover, after spending all day in the saddle, I never felt fatigued or beaten. I always looked forward to the next day’s ride. And for me, that and the attention to detail and attitude are what make the FLTRXS so special for me as a bagger enthusiast. AIM

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Harley News! 185,000 Motorcycles Recalled For Saddlebag Mounts

WASHINGTON, D.C. – Harley-Davidson is recalling more than 185,000 2014 and 2015 model year motorcycles because the saddlebags may fall off, NHTSA announced.

According to the Motor Co., affected motorcycles have saddlebag mounting receptacles (Part No. 10900009) that may not adequately secure the saddlebags to the motorcycle. The saddlebags could separate from the bike while riding.

Involved are the following models from the 2014 and 2015 years:

  • Road King (FLHR)
  • Street Glide (FLHX) and Street Glide Special (FLHXS)
  • Electra Glide Ultra Classic (FLHTCU)
  • Ultra Limited (FLHTK)
  • Police Road King (FLHP) and Police Electra Glide (FLHTP)
  • CVO Ultra LImited (FLHTKSE)

From the 2014 model year:

  • CVO Road King (FLHRSE)

And from the 2015 model year:

  • Electra Glide Ultra Classic Low (FLHTCUL)
  • Ultra Limited Low (FLHTKL)
  • Road Glide (FLTRX), Road Glide Special (FLTRXS)
  • CVO Street Glide (FLHXSE) and CVO Road Glide Ultra (FLTRUSE)

Dealers are asked to replace the saddlebag mounting receptable with a new one, free of charge. “The updated receptacle uses Stainless Steel Type 17-7 PH for the wire spring instead of Stainless Steel per ASTM A313, which is what was used for the wire spring on the receptacles on the motorcycles in the recall population,” the OEM told NHTSA. “The additional strength of the Stainless Steel Type 17-7 PH has been proven through our testing to eliminate the spring yield issue.”

Motorcycles produced starting on May 26 of this year were built with the updated receptable, the OEM added.

2015 H-D Road Glide Special – Preview

RoadGlide ride

On The Road Again

By Dain Gingerelli, photos by Pam Proctor

 

The collective sigh of relief emanating from South Dakota’s Black Hills last August was justified. The occasion marked the return of the Road Glide to Harley-Davidson’s lineup, and fans of the shark-nosed model were delighted to see the 2015 version rolling through the streets of Deadwood when Harley-Davidson unveiled the updated Touring bike.

Missing in action for 2014 when The Motor Company first unveiled its Project RUSHMORE collection of Touring models, the Road Glide returns with plenty of improvements for 2015, making this the best Road Glide yet. It includes all the major features found on the revamped 2014 Electra Glide platform. Fittingly, the reveal took place near Mt. Rushmore, located within the epicenter of the annual Sturgis Motorcycle Rally. There are two 2015 models, the Road Glide (the base model, if you will, with a starting MSRP of $20,899 for Vivid Black) and the Road Glide Special (boasting additional features that boost MSRP to $23,199). I had the opportunity to spend the bulk of the Sturgis rally aboard the Special, and I can tell you that the model lives up to its name.

RoadGlide1First, a quick rundown of the RUSHMORE features shared by both: the 103″ engine received the High Output upgrades that boost torque to 104.7 ft-lbs. at 3250 rpm, and the chromed air cleaner cover, emblazoned with the 103 signature logo, shares the same new shape that marks all RUSHMORE models. The compression ratio is set at 9.7:1, and the rest of the powertrain retains the usual chain primary, Cruise Drive six-speed transmission, and belt final drive found on every new Big Twin. The fork now boasts the hefty 49mm fork legs and reinforced triple trees found on RUSHMORE models, and Brembo brakes — 300mm rotors pinched by two four-piston calipers up front and one in the rear — whoa the 849 pound (claimed wet weight) Road Glide. The Special also includes the RUSHMORE-bred Reflex Linked braking system with ABS as part of the package. Harley claims suspension travel for both models to be 4.6″ front and 2.1″ rear, the difference being that the Road Glide relies on air adjustability while the Special has the mechanically adjustable rear suspension for more precise damping and spring preload. The claimed seat height for both models is set at 27.8″ (unladen).

Naturally, too, both new Road Glides are equipped with the easy-open saddlebags. These lockable bags have slightly wider mouths for more convenient loading and unloading of gear, one-touch latches and a total capacity of 2.3 cubic feet. RoadGlide fairingTwo additional smaller, yet surprisingly spacious, storage bins with easy-open lids are found in the fairing, and that’s also where you’ll find many of the Road Glide’s other new features.

At a glance, the shark-nose fairing looks much like the wind cutter found on previous Road Glide models…

 

So how’s the ride? Pick up your copy of our November 2014 issue to read the rest of our review!

The PRINT EDITION hits newsstands October 14.
Subscribe and receive the next issue weeks before it goes on-sale.

The DIGITAL EDITION is available for instant download TODAY!

2015 Victory New Bike Specs

2015-Victory-Motorcycles-preview-featureSweet 16: 2015 Victory Motorcycles

Victory marches, not stumbles, in the wake of its after-party

Story by Steven Wyman-Blackburn Photos Courtesy of Victory Motorcycles

Published in issue #316 of American Iron Magazine

To view the full specs, pick up a copy now on newsstands!

The fact that Polaris Industries’ first venture into the motorcycle world turned 15 years old last year is a pretty big deal. Victory’s base of operations is rooted in a country that prides itself for developing some of motorcycle’s firsts (some argue best), putting them on the shelf among the oldest brands in the industry. Having to roll out against such competition, Victory had to shout loudly in order to be heard. Victory’s 3/20-of-a-century celebration in 2014 was spearheaded by an anniversary edition of its Cross Country Tour model (which, as Victory made sure to proclaim, sported the largest ever storage space, 41.1 gallons). This was soon followed by the continuation of the Ness series with Arlen Ness checking off the Cross Country bagger from his Ness/Victory bucket list. However, this bike received extra attention from all three Ness generations — another industry first.

In retrospect, the fact that Victory chose the grand marshal of its 2015 Victory sweet sixteen parade to be an all-new cruiser, the ’15 Victory Gunner, made its venture all the more attention grabbing since it’s a bike that exemplifies a line that diverges from the avant-garde appeal of its bagger and touring families. The Gunner, stripped of the Victory-specific nacelle, is now the most (aesthetically) nonmodern bike in Victory’s entire offering. By implementing the High-Ball’s shorty front fender and low 25″ seat height, the Jackpot’s slim frame, and even finding influence (to some degree) from the Boardwalk and Judge, the Gunner, in turn, allowed Victory to consolidate most of its cruiser section, coming up with a grand total of four models to make up the 2015 cruiser family. Each cruiser now highlights something unique to its line … and all in black. Yes, we hear you again, Victory.

A

On one end, we have two cruisers flourishing the Victory-styled nacelles, bikes that have been stripped of their own colors and thrown into Victory’s blacked-out category, the 8-Ball. One of these two, the Hammer 8-Ball, is the more compact but heavier version of the other, the Vegas 8-Ball, the latter of which is the only one to feature a fullsized fender in the entire grouping. Meanwhile, on the more traditional side of the cruiser spectrum (read, partly, as Victory nacelle-free), we have the High-Ball, a bobber-styled bike with whitewalls and, most notably, apes. Following this all-out Goth approach for 2015, the High-Ball is now available only in Suede Black for next year, ditching the “with flames” option. To cap it all off, you then have the more old-timey bike, the new Gunner, touting a low starting price ($12,999, the second lowest overall). The fact that both 8-Balls are still being offered for the same base price and that the High- Ball’s MSRP dropped by 100 buckaroos ($13,349) makes the 2015 cruiser line not only well-rounded, but affordable. As for the discontinued models, we’ll see if they resurface somewhere down the line. But for now, the Gunner fills that void nicely.

Following the throwback introductory model, Victory unveiled yet another completely new bike, the Victory Magnum a few months later. Victory showed it off to the world by yelling at the top of its lungs in hopes of rising above the cacophony of the moto realm, claiming that the Magnum comes stock with a 21″ front wheel, an industry first for the touring market (as it boasted about the anniversary edition’s 41.1-gallon spacing in 2014, as noted above). When you put the Magnum up against 2014’s lead bagger, the Ness Cross Country, you’ll note a significant price drop (a whopping one grand). Even though this brand-spankin’-new 2015 bagger didn’t get the whole Ness treatment, it still received some love from Arlen Ness in the paint department, but rather than garnishing Havasu Red with Ness Legacy Paint, the Magnum features a Ness Midnight Cherry option, all for $21,999.

BCoupled with the Magnum is the Victory Cross Country. When it comes to this model, Victory is continuing the Cross Country Factory Custom Paint program that was introduced in 2014. Along with the Factory Custom Paint Edition version, the Cross Country also comes in the 8-Ball color scheme as well as a regular option, both of whose base price tags are identical with last year’s. The regular Cross Country bagger hosts a plethora of new color schemes, replacing all of the 2014 model’s combos and solids except Suede Titanium Metallic, which finds its place in the roster among the newcomers. Concluding the bagger category, the only complaint concerns the missing Cross Roads models, which leaves a gaping hole in the line.

As for Victory’s touring models, they’re now sitting comfortably with no new additions or updates (save for the all-new color schemes) … for now. The Victory Cross Country Tour is now available for $500 less than last year’s model (starting at $21,999 and $22,499 respectively) while its more out-there brother, the Vision, is following close behind for the same MSRP, $20,999. AIM

 

Harley News Spy Photos of 2015 RoadGlide

After being dropped from Harley’s 2014 line up here is what we, at American Iron Magazine, believe is a spy photo of the soon-to-be-released 2015 Harley-Davidson Road-Glide with the all new fairing/windshield treatment.

Spy photos of possible 2015 Harley-Davidson Road Glide

Spy photos of possible 2015 Harley-Davidson Road Glide

Not the new treatment of the fairing and windshield, similar to the Rushmore style 2014 Street Glde. More details to follow when available.

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Harley Bagger Magazine News

Harley magazine new for bagger riders

American Iron Magazine staff is pleased to announce a new Harley bagger magazine called American Iron Motorcycle Bagger.

Tested twice in 2010 as a newsstand special issue, Motorcycle Bagger outsold all other motorcycle publication on the newsstand except American Iron Magazine. Setting the standard to match American Iron Magazine, Motorcycle Bagger magazine features new bike and product reviews, tech, touring and riding skills.

Due to the outstanding popularity of Motorcycle Bagger, it is being spun out as a seperate bimonthly publication starting March 1, 2011.

For more information on Motorcycle Bagger please visit www.MotorcycleBagger.com