Saturday, January 31, 2015
2012 Harley Davidson FLTRU Road Glide Ultra – Motorbike Bicycle
The 2012 Harley-Davidson Road Glide Ultra FLTRU is a premium feature bike for your motorcycle travel. This bike will give you long-haul touring features and custom style including, the GTX saddlebags, Tour-Pak, large 17-inch front wheel, high output accessory connector, cruise control, and comfortable motorcycle seat. The motorcycle seat on the
Road Glide Ultra FLTRU gives comfort to the driver and any passenger. If you’re looking for a Harley touring motorcyle with a detachable Harley windshield check out the Road King Classic. The new engine powers several of Harley¹s top-flight baggers, among them the all-new FLTRU Road Glide Ultra. No doubt, there’s no replacement for displacement, but Harley-Davidson opted to keep engine size at 96 cubic inches for the remaining Big Twin line (Road King, Electra Glide Classic and Ultra Classic Electra Glide, plus the Softail and Dyna platforms).
Ditto for the engine ID emblem. Owners who opt for the Power Pak package will feel another bonus once they fire up their 103-inch engines. Other comfort features can be found in the Road Glide Ultra’s vented fairing lowers, passenger backrest and electronic cruise control.
| General information | |
|---|---|
| Model: | Harley-Davidson FLTRU Road Glide Ultra |
| Year: | 2012 |
| Category: | Touring |
| Rating: | Do you know this bike? Click here to rate it. We miss 2 votes to show the rating. |
| Price as new (MSRP): | US$ 22499. Prices depend on country, taxes, accessories, etc. |
| Engine and transmission | |
| Displacement: | 1687.97 ccm (103.00 cubic inches) |
| Engine type: | V2, four-stroke |
| Engine details: | Air-cooled Twin Cam 103™ with Integrated Oil-Cooler |
| Torque: | 135.60 Nm (13.8 kgf-m or 100.0 ft.lbs) @ 3250 RPM |
| Compression: | 9.6:1 |
| Bore x stroke: | 98.4 x 111.3 mm (3.9 x 4.4 inches) |
| Valves per cylinder: | 2 |
| Fuel system: | Injection. Electronic Sequential Port Fuel Injection (ESPFI) |
| Lubrication system: | Pressurized, dry-sump with oil cooler |
| Cooling system: | Air |
| Gearbox: | 6-speed |
| Transmission type, final drive: | Belt |
| Clutch: | Multi-plate with diaphragm spring in oil bath |
| Driveline: | Primary drive chain, 34/46 ratio. Final Drive Belt, 32/68 ratio |
| Fuel consumption: | 5.60 litres/100 km (17.9 km/l or 42.00 mpg) |
| Greenhouse gases: | 129.9 CO2 g/km. (CO2 – Carbon dioxide emission) |
| Exhaust system: | Chrome, 2-1-2 dual exhaust with tapered mufflers |
| Chassis, suspension, brakes and wheels | |
| Frame type: | Mild steel; tubular frame; two-piece stamped and welded backbone; cast and forged junctions; twin downtubes; bolt-on rear frame with forged fender supports; MIG welded |
| Rake (fork angle): | 26.0° |
| Trail: | 170 mm (6.7 inches) |
| Front suspension: | 41.3 mm telescopic, triple circuit damping |
| Front suspensiontravel: | 117 mm (4.6 inches) |
| Rear suspension: | Air-adjustable shocks. Mild steel; two-piece drawn and welded section; forged junctions; MIG welded swingarm. |
| Rear suspension travel: | 76 mm (3.0 inches) |
| Front tyre dimensions: | 130/80-BW17 |
| Rear tyre dimensions: | 180/65-BW16 |
| Front brakes: | Double disc. 4-piston calipers. ABS. |
| Front brakes diameter: | 300 mm (11.8 inches) |
| Rear brakes: | Single disc. 4-piston caliper. ABS. |
| Rear brakes diameter: | 300 mm (11.8 inches) |
| Wheels: | Black, 28-spoke Cast Aluminum |
| Physical measures and capacities | |
| Dry weight: | 385.6 kg (850.0 pounds) |
| Weight incl. oil, gas, etc: | 402.8 kg (888.0 pounds) |
| Seat height: | 693 mm (27.3 inches) If adjustable, lowest setting. |
| Overall length: | 2,507 mm (98.7 inches) |
| Ground clearance: | 130 mm (5.1 inches) |
| Wheelbase: | 1,613 mm (63.5 inches) |
| Fuel capacity: | 22.71 litres (6.00 gallons) |
| Oil capacity: | 3.80 litres (0.25 quarts) |
| Other specifications | |
| Starter: | Electric |
| Instruments: | Fairing-mounted electronic speedometer with odometer; time-of-day clock on CD player/stereo; dual trip meter; low fuel indicator light and mileage countdown feature; low oil pressure indicator light; engine diagnostics readout; LED indicator lights; 6-speed indicator light; cruise control indicator light; tachometer with fuel, voltage, oil pressure and ambient air temperature gauges |
| Electrical: | Sealed, maintenance-free battery, 12V, 19-amp/hour, 270 cca |
| Seat: | Passenger backrest with wrap-around armrests |
| Factory warranty: | 24 months, unlimited mileage. |
| Color options: | Vivid Black, Big Blue Pearl, Ember Red Sunglo |
2008 Harley Davidson FXSTC ANV 105th Anniversary Softail Custom – Motorbike Bicycle
The Harley-Davidson Softail Custom steps out with authority on the I-8 freeway heading away from San Diego. Quickly reaching the speed limit riding into the hills, I drop the tranny into its final sixth cog, which drops the engine’s rpm to a low rumble at 70 mph. The combination of the new Twin Cam 96B engine and the new six-speed “Cruise Drive” transmission allows this Softail to glide down the highway at a more relaxed engine speed than ever before. Most of the work went into the lower end, with an increase in stroke from 4 inches to 4 3/8 inches. To reduce vibrations usually associated with stroked engines, pistons and rods were redesigned to reduce reciprocating mass. The net result, according to H-D specs, is 90 foot-pounds of torque at 2,750 rpm, an increase of 15 percent in the Softail line. The Dyna pumps out 92 foot-pounds at 3,000 rpm and the Touring platform achieves 93 foot-pounds at 3,500 rpm (an increase of 17 and 13 percent respectively).
Harley-Davidson engineers made some additional revisions to the driveline for greater “reliability and durability.” The primary drive and case have been redesigned, in part, to take advantage of the new six-speed by changing the gear ratio. The new six-speed transmission is a cassette-style unit with helical-cut gears in second through fourth that, according to Cruise Drive Program Manager Ben Vandenhoeven, offers increased strength while reducing noise. The gears, along with other beefed-up components, increase the new transmission’s torque-handling capacity by 28 percent over the old five-speed, with smoother shifts and a shorter throw at the shifter lever. The final-drive ratio has also been changed, and Harley has switched to a thinner, final-drive belt that’s 30 percent stronger. The narrower belt allows the use of wider rear tires with no offset between front and rear wheels.
While the new engine and transmission get most of the attention, Harley-Davidson also took another notable step with its 2007 lineup. Electronic fuel injection is standard on all 2007 Harleys, including the Sportster lineup. A Stage One kit can be fitted to the 2007 Harleys and the fuel-injection system will automatically adjust to match. Davidson said millions of dollars and thousands of hours were spent to meet emissions requirements and, at the same time, “We’ve got the potato, potato, potato (exhaust note) back.” The Softail is the only Big Twin model retaining external oil lines—a sacrifice to styling, according to H-D. All other Big Twins have internal lines flowing from the oil tank, located under the transmission, to the rear engine/transmission hard mount interface. The Custom is actually an older model that left the lineup in 1999 to make room for the Softail Deuce—a highly stylized bike that took many design elements from the aftermarket and showcased the then-new TC88B engine. Bill Davidson described the Custom as “Easy Rider cool,” referring to the iconic film that made choppers a household name. I’m told by a Harley rep that the Street Bob’s bars are slightly angled in more. I hit the starter button and the new big-inch motor comes to life with a slight metallic slap. Skip Metz, Program Manager of the Big Twin power train, told me the sound is simply a side-effect of the redesigned starter system and high-compression engine. The starter and starter ring are repositioned to eliminate the jack shaft assembly. The suspension handles minor road irregularities with ease. At a rest stop, I take notice of the ample chrome and Harley-Davidson’s almost endless attention to detail. The backrest, for instance, looks like liquid chrome. “We use a process called SSM, or semi-solid material,” a Harley spokesman tells me. The new six-speed handles shifting duties with ease. Overall, the new powertrain works exceptionally well. Only in the rubber-mounted engines do you get a bit of a vibration—more like a thump—in sixth gear, when engine speed is less than optimal, due to the low rpms at cruising velocity (only 2,500 rpm at 70 mph). With its competitors producing V-twin cruisers with cavernous displacement approaching, or at, a liter per cylinder, Harley was in need of putting the “big” back in their Big Twin. If 96 cubic inches still isn’t enough, H-D’s parts and accessories division is quick to point out that the engine was designed to easily accept the 103 cubic inch (1,690cc) big bore kit upgrade at a cost of around $1,000 (out the door) at your local dealer. While the Twin Cam 96 engine represents a new era in Harley-Davidson’s history, the company remains extremely aware of the importance of its history and tradition. “The essence of Harley-Davidson,” says Bill Davidson, “includes three ingredients: look, sound and feel.”
Honda’s supercharged NC750
It’s easy to see Kawasaki’s supercharged H2 as little more than a toy for the wealthy, but the supercharged technology it sports could be a taste of the future for far more mundane machines.
Looking at the layout shown in Honda’s patent drawings based around the NC750 parallel twin, it seems likely that supercharging has been in the firm’s plan ever since the NC750 was first mooted.
The near-horizontal cylinders, which allow for a large luggage space under the dummy fuel tank on the normal NC750S and NC750X, mean there’s plenty of room to sit a crankshaft-driven supercharger and all its related pipe work on top of the engine. While that eliminates the storage space, it means the bike isn’t compromised elsewhere.
Importantly, there’s even space for a large intercooler, which Kawasaki’s H2 lacks. Intercoolers are useful on any forced-induction engine because the act of compressing the intake air also creates a lot of heat. Hot intake air is less dense than cold air, harming performance. With an intercooler, boost can safely be increased.
On the Honda designs, which were drawn up before the Kawasaki H2 appeared, the supercharger is mounted in a similar position to the Kawasaki’s, just behind the cylinders. It takes air from an airbox between the rider’s legs, compresses it and feeds it forwards into an air-to-air intercooler under the front of the dummy fuel tank.
As on the normal NC750, the real fuel tank is under the seat. The intercooler is effectively a radiator, but instead of water it’s the intake air that runs through it. Cold air, coming in through an intake on the front of the bike, runs over the intercooler’s fins, drawing heat away.
After it’s been cooled, the compressed intake air is rushed into a plenum chamber, which is a pressurised storage tank that removes pressure waves and surges from the air and means there’s always a supply of compressed air ready when the throttle is opened.
The plenum chamber has two outlets: the main one feeds into the engine’s throttle body, where fuel is added before it reaches the cylinders, while a second outlet is fitted with an electronically-controlled bypass valve so if the pressure in the chamber gets too high, the engine management system can release some air from the system. Cleverly, the released air goes back into the supercharger rather than simply being vented.
Just how much performance the supercharger will add is going to be largely down to the way it’s set up. However, it’s easy to imagine that it could double the stock NC750’s power, making it a 100bhp machine that would still retain most of the normally-aspirated version’s astonishing fuel economy and low emissions.
Given that the first patents relating to Kawasaki’s H2 appeared nearly four years ago, we could still face quite a wait before seeing the fruits of Honda’s labours in showrooms.
The real reason for supercharging
While supercharged or turbocharged engines are inherently glamorous thanks to their big power outputs, there are two far more sensible reasons for their increasing popularity: emissions, and economy.
Kawasaki’s H2 demonstrates some of the more subtle advantages of supercharging. Some have questioned the road version’s seemingly ‘low’ power because its claimed output is identical to the normal ZX-10R, but newly-released American emissions documents for the bike reveal it scores massively well when it comes to cleanliness.
The H2’s hydrocarbon emissions are down from the ZX-10R’s 0.3g/km to 0.2g/km – an impressive 33% improvement – while the carbon monoxide level drops from 3g/km to just 1g/km. Those are serious improvements for an engine that loses no power and which also benefits from a hefty boost in torque.
While both surpass current emissions requirements, it’s also clear which one will be better placed to fend off future restrictions. The implication of the H2’s lower CO and HC emissions are that it will also be more fuel efficient, at least under part-throttle conditions as in the emissions test (and, most of the time, the real world).
The H2 may still be a rich man’s toy, but its emissions point very clearly to where the next-generation of everyday bikes are likely to be headed.
2009 Harley Davidson XR1200 – Motorbike Bicycle
The XR1200 is Harley-Davidson’s new ‘hot rod’ standard motorcycle. t draws frequent attention. Harley-Davidson emphasizes the performance aspects of the XR1200, so we’ll dive right in and share our findings. The XR1200 is well-behaved on the back roads. The XR1200′s brakes are a pleasant and welcome surprise: a solid feel and powerful bite provide excellent stopping power with minimal fade even under repeated hard braking. The XR1200 is a narrow and nimble bike despite its higher than average weight (about 580 pounds ready to ride). The Evolution motor’s low-end grunt makes squirting through traffic, overtaking cars and dealing with stop-and-go traffic a painless proposition. During city riding, the Dunlop Qualifier tires provided a stable, confidence-inspiring ride; no wiggles, jiggles or noticeable sensitivity to road surface irregularities. Moderate cross winds did not upset the XR1200 at highway speeds. The XR1200 is comfortable at freeway speeds and the seating was perfect for commute-length rides. I found the XR1200 to be comfortable even during an all-day ride covering over 350 miles.
Friday, January 30, 2015
2012 Harley Davidson FLHTCUSE7 CVO Ultra Classic Electra Glide – Motorbike Bicycle
2012 CVO ™ Ultra Classic Electra Glide ® ®: The top-class long-distance touring bike is ready to take the most challenging tasks of the tour in style. ™ High Performance Audio BOOM! The 2012 Harley-Davidson CVO Ultra Classic Electra Glide is a high-end performance motorcycle with Screamin’ Eagle power that gives you the ultimate in premium featured touring. This bike is powered by a Harley Screamin’ Eagle Twin Cam 110 engine. high performance audio speakers. Take a look at the CVO Road Glide Custom motorcycle, the CVO Softail Convertible custom Harley, and check out the CVO Street Glide’s custom Harley wheels.
| General information | |
|---|---|
| Model: | Harley-Davidson FLHTCUSE7 CVO Ultra Classic Electra Glide |
| Year: | 2012 |
| Category: | Custom / cruiser |
| Rating: | Do you know this bike? Click here to rate it. We miss 2 votes to show the rating. |
| Price as new (MSRP): | US$ 37249. Prices depend on country, taxes, accessories, etc. |
| Engine and transmission | |
| Displacement: | 1802.69 ccm (110.00 cubic inches) |
| Engine type: | V2, four-stroke |
| Engine details: | Air-cooled, Twin Cam 110™ |
| Torque: | 160.01 Nm (16.3 kgf-m or 118.0 ft.lbs) @ 3750 RPM |
| Compression: | 9.2:1 |
| Bore x stroke: | 101.6 x 111.3 mm (4.0 x 4.4 inches) |
| Valves per cylinder: | 2 |
| Fuel system: | Injection. Electronic Sequential Port Fuel Injection (ESPFI) |
| Fuel control: | DOHC |
| Lubrication system: | Pressurized, dry-sump with oil cooler |
| Cooling system: | Air |
| Gearbox: | 6-speed |
| Transmission type, final drive: | Belt |
| Clutch: | Multi-plate with diaphragm spring in oil bath |
| Driveline: | Primary drive chain, 34/46 ratio. Final Drive Belt, 32/68 ratio |
| Fuel consumption: | 5.74 litres/100 km (17.4 km/l or 40.98 mpg) |
| Greenhouse gases: | 133.2 CO2 g/km. (CO2 – Carbon dioxide emission) |
| Exhaust system: | Chrome dual exhaust with 4in. touring mufflers and muffler shields |
| Chassis, suspension, brakes and wheels | |
| Rake (fork angle): | 26.0° |
| Trail: | 170 mm (6.7 inches) |
| Front suspension: | 41.3 mm telescopic, triple circuit damping |
| Front suspensiontravel: | 117 mm (4.6 inches) |
| Rear suspension: | Air-adjustable shocks. Mild steel; two-piece drawn and welded section; forged junctions; MIG welded swingarm. |
| Rear suspension travel: | 76 mm (3.0 inches) |
| Front tyre dimensions: | 130/80-B17 |
| Rear tyre dimensions: | 180/65-B16 |
| Front brakes: | Double disc. 4-piston calipers. ABS. |
| Front brakes diameter: | 300 mm (11.8 inches) |
| Rear brakes: | Single disc. 4-piston caliper. ABS. |
| Rear brakes diameter: | 300 mm (11.8 inches) |
| Wheels: | Mirror Chrome Chisel Custom Wheels |
| Physical measures and capacities | |
| Dry weight: | 403.2 kg (889.0 pounds) |
| Weight incl. oil, gas, etc: | 420.5 kg (927.0 pounds) |
| Seat height: | 706 mm (27.8 inches) If adjustable, lowest setting. |
| Overall length: | 2,510 mm (98.8 inches) |
| Ground clearance: | 130 mm (5.1 inches) |
| Wheelbase: | 1,613 mm (63.5 inches) |
| Fuel capacity: | 22.71 litres (6.00 gallons) |
| Oil capacity: | 3.80 litres (0.25 quarts) |
| Other specifications | |
| Instruments: | Diamond cut, charcoal finish, fairing mounted electronic speedometer with odometer, resettable trip meter, fuel range countdown, engine diagnostic read-out, 2 in. voltmeter and oil pressure diamond cut gauges, diamond cut tachometer |
| Light: | High beam, neutral, running lights, turn signals, low oil pressure, engine diagnostics, cruise control, speakers, accessory, security system, 6-speed, low fuel warning, ABS |
| Electrical: | Sealed, maintenance-free battery, 12V, 28-amp/hour, 370 cca |
| Seat: | One-piece, two-up Electra Glide® classic comfort stitch seat, sculpted for added comfort and easier straddling. Passenger backrest with wrap-around armrests. |
| Factory warranty: | 2 years, unlimited mileage. |
| Color options: | Electric Orange/Black Diamond with Big City Lights graphics, Crystal Citron/Diamond Dust with Big City Lights graphics, Wicked Sapphire/ Stardust Silver with Big City Lights graphics |
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