No other Harley-Davidson motorcycle has such a distinct identity as the Electra Glide. Its classic appearance— the batwing fairing, saddlebags, trunk, and Tour Pak—lends such a strong visual presence that nothing on earth even comes close. Not any BMW, not a Gold Wing, not even Sportsters or Softails.
But the FLHTC’s appeal is not simply visual. Combining its 43-year heritage with practical, functional performance, the Electra Glide rides smoothly and handles well. It’s TC96 engine and six-speed overdrive transmission provide usable power for any situation while ample luggage space and significant upgrades provide long-distance comfort. For adventurous riders who want a classic machine for traveling, the Electra Glide is magical.
The 2008 model has some important upgrades that improve on the 2007 package. There’s a 6-gallon fuel tank for longer-range cruising, making 200-mile runs possible between fill-ups. The new sure-stopping Brembo brakes are available with an optional Anti-Lock Braking System (ABS) for safer stops. The Electronic Throttle Control (ETC) enables easy upgrading to optional and relatively inexpensive cruise control. The Isolated Drive System helps to cushion road and driveline shock, reducing noise and vibration, and the front fork now has improved three-phase damping for a better ride. And don’t forget that in recent years a new three-phase alternator has been incorporated to handle high-output electrical needs.
While those functional upgrades enhance performance, still other standard features benefit the rider, like a 40-watt Harman-Kardon sound system, full instrumentation, great wind protection, reflector-optic auxiliary lamps, matched key-locking bags, and an optional keyless remote security system. For travel, it’s everything a touring rider needs.
It took a while for Harley-Davidson to get to this refined state. The Electra Glide emerged with its electric starter in 1965 as an improvement to the 1958 twin-rear-shock Duo Glide. Before that, the Duo had evolved from the 1948 hardtail Hydra Glide. You could argue that its lineage dates back 60 years, or even, for that matter, 72 years to the ’36 knucklehead. No motorcycle on earth has a longer legacy, and if one does, I guarantee it won’t match the FLH’s touring performance.
Additionally, Electra Glide owners enjoy another exceptional bonus. Because the factory constantly upgrades the existing FLH rather than re-engineering news ones, both Harley-Davidson and an entire aftermarket full of suppliers offer a raft of parts and accessories. Companies like Kuryakyn, Drag Specialties, and S&S Cycle, to name only a paltry three of hundreds, can provide Electra Glides with a universe of options, further expanding and strengthening the FLH’s appeal.
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Scott Hirko/
American Rider
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All you need to travel: a fairing, trunk, saddlebags, full fenders, 96-cubic-inch engine and six-speed overdrive.
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When it comes to gobbling up miles of road, the Electra Glide Classic certainly offers the extra amenities to make travel less burdensome. Compared to lesser machines, packing the bike is easier, facing inclement weather is less bothersome, and at the end of the day the whole adventure is less tiresome.
It all starts with ergonomics. The Electra Glide’s relationship between the handlebar grips, seat, and floorboards suit many differently sized riders very well. Even tall men who at first feel cramped soon come to enjoy tireless day-long riding. Only the rider with the shortest of inseams will need to consider a lower seat and shocks.
And speaking of shocks, with air-adjustable rear shocks and an improved cartridge-type front end, the suspension handles the worst a road can throw at it with ease. The biggest dips and the nastiest railroad crossings may try to toss the bike into the air, but the suspension easily copes with even the gnarliest of gnarly encounters.
If anything can upset the ride it’s the FLH’s own rubber-isolated chassis. In some situations, such as a sweeper with some undulations, the big Glide can weave slightly. In my many years of riding FLHs, I have experienced this, but it never seems to get out of hand; just a few mild wobbles and the big Glide always straightens itself out. Still, this can be unsettling to some riders.
If you like to ride fast, you may also be disappointed by the Classic’s cornering clearance. Trying to hustle the bike through high-speed sweepers will have the floorboards dragging. However, its ground clearance is much better than that of a Softail Heritage.
Some riders may be bothered, too, with the engine’s shaking at idle. The isolation system is designed to allow a certain amount of powertrain movement, and this is apparent only at idle and up to about 1,200 to 1,500 rpm. After that, the faster the engine revs, the smoother it gets. The engine makes most of its useful power between 2,000 and 4,500 rpm, so this does not intrude on the rider during normal riding.
Compared to the TC88 engine, the TC96 does not produce much more peak power (about 62 horsepower). It does, however, provide more power across a broader range. By 1,500 rpm it delivers 60 pounds-feet of torque to the rear wheel, and more than 70 pounds-feet between 2,000 and 4,500 rpm. Peak torque is 77.8 pounds-feet at 3,500 rpm at the rear wheel (see dyno chart). The factory claims 92.6 pounds-feet at the crankshaft.
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Scott Hirko/
American Rider
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What makes this power most useful is the excellent six-speed gearbox with an overdrive sixth gear. When shifting around 3,000 to 4,000 rpm, engine speed only drops about 500 rpm, keeping the motor within its most abundant power range. Click the transmission into sixth gear and the bike loafs along with a low-rpm drone, providing a relaxing ride.
One of the nicest treats of this marvelous ’08 package is its powerful brakes. Those Brembo units are just about the best in all of motorcycling, and they are capable of hauling this giant down to a stop in an instant. I found the feedback through the front brake lever and rear brake pedal to be about the best I’ve ever experienced, including that of Grand Prix road-racing machines. It is comforting, when in a panic situation, to be able to feel and respond to what the tires are doing on the pavement. I recommend the optional ABS for the absolute best stopping ability.
At night, the headlamp spreads a broad swath of vision, and if that’s not enough, just flip on the auxiliary lamps to enhance the forward view. You won’t find this kind of night vision on any other motorcycle. In this arena, the Electra Glide sets a standard for other Harleys.
Then there are those cavernous storage compartments. The Tour Pak can hold two full-face helmets, as well as an unimaginable amount of gear. Harley offers bag liners, which allow riders to pack their luggage in separate bags and haul them into a hotel room. It is especially convenient that all the bag locks can be opened with the ignition key.
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Scott Hirko/
American Rider
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The Classic features black-and-chrome engine treatment like the Ultra, while the less- expensive E-Glide Standard has a polished powertrain treatment.
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Aside from all these features, there is one special thing that I have always noticed about the Electra Glide Classic, and that’s the response from my passengers. Seems like no matter what other Harley I ride, my passenger always has a less-than-complimentary comment about the accommodations. “You expect me to sit on that seat?!?” After a half-day of riding, I must prepare myself to embrace the onslaught of complaints. “I’m tired and my butt’s sore, can we go home now?” But when it comes to the big E-Glide, she not only accepts it, she smiles, looks happy, and then I never have to hear another disparaging word.
Of course the Ultra model has more amenities, almost too many for my tastes. The sound system has 80 watts instead of 40, there are adjustable fairing wind deflectors and vented lowers with storage boxes, to name just a few added features. The Ultra sells for about $2,000 more, and that’s not a bad deal for those riders who want everything the factory can load on it.
The Classic’s MSRP is $18,695 in black, $19,205 in colors, and $19,615 for two-tone. The warranty covers 24 months with unlimited mileage, and service intervals are 1,000 miles for the first service, then every 5,000 miles thereafter. A hands-free security system is available, which I highly recommend. With the system you can park the bike and simply walk away to render the ignition and fuel systems inoperative.
I have traveled many miles on this classic road warrior, and when it comes to comfort and convenience, nothing compares. I love Sportsters for their nimble handling, Dyna models give me a Sportster feel in a bigger package, and Softails have their own unique appeal. However, if I need to travel long distances from town to town or to get to the other side of the country, there is only one choice for me—the Electra Glide Classic.
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