Reviews 2019 Best Park and Move for Harely Davidson

When information technology comes to luxury touring, bigger actually is better. Each of these titans of touring weighs in excess of 900 pounds and has a load capacity greater than 400 pounds, all the meliorate for conveying massive, torquey 5-twins, cavernous luggage, a rider and passenger, and all of the niceties that go on them comfortable on the road for days on end. (Photos by Kevin Wing)

Inour final luxury touring comparison (Rider, August 2015 and on ridermagazine.com), we put the 40th anniversary Honda Gold Fly up against the Harley-Davidson Ultra Limited and Indian Roadmaster. Even though the Honda's turbine-like apartment vi and sportbike-quotient chassis offered a very different riding feel than the American V-twins, nosotros found them to be very close in terms of air current protection, comfort, luggage capacity and standard features—the things that put "luxury" in luxury touring.

Read our review of the 2018 Honda Gilded Wing Bout DCT here.

Harley-Davidson's Touring models have been on a steady diet of improvement for the by several years. But for a luxury tourer with "Ultra" in its name, the Road Glide Ultra lacks some features and needs more rear pause travel.

Hither we are nearly iii years later and the landscape has changed. For 2017, Harley-Davidson's Touring lineup got the new 107ci Milwaukee-Eight engine and Showa suspension, and Indian's Chieftain and Roadmaster touring models were upgraded with the Ride Command infotainment organization. For 2018, Honda launched the sixth generation of its flagship tourer, reducing weight (and luggage capacity) and shifting its focus more toward sport touring. The Gold Wing is at present more than in line with its 6-cylinder competitor, BMW'due south K 1600 GTL, which is why we opted to leave it out of this comparing. Taking its place is the new-for-2018 Yamaha Star Venture, a boldly styled behemoth powered past a 113ci air-cooled Five-twin and equipped with state-of-the-fine art applied science.

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Unchanged except for its easy-to-utilize Ride Control infotainment system, the Indian Roadmaster is nonetheless a stylish, well-equipped long-hauler with the best suspension compliance in this group. But as the miles added up, some shortcomings emerged.

Even though the Venture was powered by a liquid-cooled 5-iv in its past life, when Yamaha decided to re-launch its full dresser, research amongst touring riders and passengers indicated a strong preference for air-cooled V-twins, a predilection that's reflected in domestic touring bicycle sales. What some view as an antiquated design others view as timeless, and when information technology comes to audio and feel, there's zip quite like a rumbling Five-twin.

The Five-twins in this comparison may be derived from or modeled afterwards decades-onetime compages, but they balance classic looks with modern technology. All three have electronic fuel injection, throttle-by-wire, prowl control, balancers that eliminate some but not all primary vibration, self-adjusting hydraulic valve lifters and maintenance-free belt bulldoze. The Harley and Yamaha also have hydraulic assistance-and-slipper clutches, and the Yamaha has ii throttle response modes, traction control and the Sure-Park system (electric frontward/reverse).

Yamaha'due south Star Venture attempts to bridge the divide betwixt traditional 5-twins and modern tourers.

These are big V-twins—ranging from 107ci for the Harley (click here for total specs and our "quick read" on the 2018 Harley-Davidson Route Glide Ultra) to 111ci for the Indian (click here for full specs and our "quick read" on the 2018 Indian Roadmaster) and 113ci for the Yamaha (click here for total specs and our "quick read" on the 2018 Yamaha Star Venture TC)—that generate loads of low-end torque, encouraging you lot to shift early and ride that wide wave of grunt. In that location's no replacement for deportation, and the number of cubic inches tells usa the rank order of these bikes in terms of torque: the Harley belts out 100.7 lb-ft at iii,000 rpm, the Indian makes 104.2 lb-ft at 3,000 rpm and the Venture cranks out 110.9 lb-ft at 4,300 rpm. All that twist propels these hulking, 900-plus-pounders forward with ease, even when fully loaded.

Fueling and throttle response are precise beyond the lath (nosotros prefer the Yamaha's more than direct Sport mode over the lazier Touring mode), and there'southward plenty of visceral pulsing between the knees to keep things entertaining. Exhaust notes are robust and satisfying, just the Indian's is often too loud. Changing gears is like shooting fish in a barrel, but, surprisingly, the Harley'southward hydraulic clutch requires the strongest pull and feels grabby compared to the other two. Overdrive sixth gears allow these bikes to lope forth smoothly on the open road, with a pleasant depression-rpm thrum.

2018 Harley-Davidson Road Glide Ultra

Mystery Passenger'southward Gear
Helmet:Schuberth C4
Jacket:Joe Rocket Ballistic Chance
Pants:Fly Terra Expedition
Boots:Fly Milepost 2

But the Indian has a handlebar-mounted fairing, and the weight of the fairing, electric windscreen, infotainment organisation and forepart speakers has an adverse effect on handling. Steering through tight corners tin can be a chore and strong crosswinds require a firm grip to go on the bars steady, adding to rider fatigue on long rides. Frame-mounted fairings on the Harley and Yamaha give them lighter steering and more stability. None of u.s. warmed up to the Harley's mini-apehanger handlebar, which is narrower, higher and has a more than awkward grip angle than the tiller-style handlebars on the Indian and Yamaha. But, being the lightest and shortest of the bunch, the Harley was the easiest to ride fast in the curves.

Admittedly, on back roads we ride these bikes at an above-average pace, merely they're eminently capable when pushed hard. Built to deal with heavy loads, their chassis are potent and their triple-disc, ABS-equipped brakes are powerful (the Harley's and Yamaha's brakes are also linked). Floorboards are the beginning matter to scrape pavement; the Yamaha'due south bear upon down early on whereas the Harley and Indian have more than generous cornering clearance.

2018 Indian Roadmaster

Marker'due south Gear
Helmet:Scorpion EXO-GT3000
Jacket:Olympia Richmond
Pants:Olympia X-Moto
Boots:Dainese Long Range

Massive forks and heavy-duty shocks handle the critical job of keeping the bikes suspended and in command, and for the most part they're comparable, with the only suspension adjustment on all three existence rear preload. The Indian has a slight edge over the Yamaha in terms of intermission compliance and ride quality. The Harley'southward fork performs well, but its dual rear shocks have but 3 inches of travel (the others have unmarried shocks with iv.3-4.5 inches of travel), which can result in a jarring ride on anything other than smooth pavement.

As full dressers, these bikes have big fairings, big king-and-queen seats, big trunks and large saddlebags. The Harley's sharknose fairing is the only one here without an electrically adjustable windscreen, but its triple "splitstream" vents create smooth airflow and the windscreen height is just right. As the only one with fractional liquid cooling, engine heat was never a bother on the Harley and the vents on its fairing lowers make information technology easy to manage airflow around the rider's legs. Its seat is plush, but the rider's portion slopes upwardly at the back, which tin cause the rider to slide forrad with awkwardly rotated hips.

2018 Yamaha Star Venture TC

Greg's Gear
Helmet:HJC FG-17
Jacket:Wing Butane 4
Pants:Fly Terra Trek
Boots:Fly Milepost II

Even though the Harley's 133 liters of luggage capacity is less than that of the Indian (142 liters) and Yamaha (144 liters), the difference wasn't readily apparent—at that place seemed to be plenty of packing infinite on all iii bikes. Merely we didn't similar having to manually secure three separate locks for the Harley'due south trunk and saddlebags; the Indian and Yamaha offering the convenience of key luggage locks—actuated past pressing a push on the bike or remotely using the key fob.

The Indian's fairing and electric windscreen create a bubble of peace and quiet, in function because the handlebar-mounted fairing places the screen close to the rider. We've complained virtually engine estrus on Thunder Stroke 111-powered Indians before, and the situation hasn't changed. Adjustable vents in the fairing lowers assist somewhat, but on hot days at that place'south no escaping the radiant rut. Although it looks inviting and has stylish stitching and chrome conchos, the Indian's thinly padded seat is the least comfortable.

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Torque is the name of the game for these three luxo-tourers.

How well-nigh the new-kid-on-the-block Yamaha? Its wide fairing, which cascades down both sides of the cycle, is huge, and its electric windscreen is similarly broad. Together they punch a huge pigsty in the air, but even with the screen's adjustability we sometimes struggled with helmet buffeting. Swiveling side air deflectors, which tin can be angled closed to block current of air or open to bring fresh air into the cockpit, are very effective. The Yamaha's air-cooled V-twin besides gets hot, merely its adjustable lower vents provide some relief. With flat, firm padding and an adaptable rear eternalize that provides good lumbar back up, the Yamaha'southward seat was our hands-downward favorite.

Reflecting contemporary tastes and desires, all iii of these bikes have infotainment systems with color touchscreens that provide command over diverse audio, navigation and informational functions, including Bluetooth connectivity and USB ports that enable charging and audio control. And, as equipped for this comparo, all three have front and rear speakers. The Indian's and Yamaha's systems are the newest, and they have the largest screens, sharpest graphics and virtually intuitive interfaces. The Harley and Yamaha also take ports for wired headsets (which can be used for voice recognition commands), CB radio and SiriusXM satellite radio. Each arrangement has its plusses and minuses, but overall they are useful and raise the riding feel.

While the Harley makes the least amount of torque of the three, information technology wins the peak horsepower laurels.

If we were awarding medals, bronze would go to the Indian (click here for total specs and our "quick read"). With endless chrome and svelte lines, the Roadmaster is a cute motorbike, and it has the best intermission compliance and an impressive array of standard features. But from a operation and functionality standpoint, it feels less refined and cohesive than the Harley or Yamaha. Its engine throws off too much heat, its exhaust is too loud, its handling is too cumbersome, its seat is as well uncomfortable and information technology has the smallest gas tank.

Silver goes to the Harley-Davidson Route Glide Ultra (click here for full specs and our "quick read"), which handles well, has the advantage of partial liquid cooling and offers more range than the Indian. But it also has a funky handlebar and an irksome clutch, it needs more than rear break travel and it lacks some features that are standard on the others.

Gilt goes to the motorcycle that none of us saw coming—the Yamaha Star Venture TC (click here for total specs and our "quick read")—which made a big splash with its global debut at the Americade touring rally last year. Yamaha went out on a limb by blending modernistic styling with a traditional air-cooled V-twin, but the end result works uncommonly well. For what is mostly a clean-sheet design, the Venture came out of the gate with a polish, torque-rich V-twin, a solid, capable chassis, attention to detail when it comes to rider and passenger comfort, plenty of luggage capacity, the largest in-class fuel tank and a full suite of electronics and infotainment, all for a reasonable toll. Welcome to a new era in luxury touring.

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Source: https://ridermagazine.com/2018/04/06/2018-harley-road-glide-ultra-vs-indian-roadmaster-vs-yamaha-star-venture-tc-comparo-review/