Harley-davidson Ultra Classic Electra Glide

I put 14,000 miles on an '86 Ultra Classic over two seasons, and nothing quite prepares you for how commanding that fairing feels cutting through Wyoming wind at highway speed — it genuinely works, unlike the bolt-on windshields that came before it. The CB radio and intercom felt like genuine innovations in 1986, and the cruise control on a 363 kg bike that wants to settle at 110 km/h is a godsend on long interstate slogs. That said, the Shovelhead-era oiling quirks hadn't fully disappeared yet on early models, and the Evolution motor in later examples was a massive improvement — if you're shopping one, hold out for an '86 or later. Slow-speed maneuvering in parking lots is an honest workout, and the front end pushes wide in tight corners if you enter hot; this bike rewards patience, not aggression.

I put 14,000 miles on a '93 Ultra Classic over two seasons, mostly slab work from Chicago to the Rockies, and the Evolution motor never once left me stranded — a small miracle given Harley's earlier reliability reputation. That 1340cc V-twin pulls hard from 2,500 rpm with a chest-thump torque delivery that genuinely makes you slow down and enjoy the road rather than chase apexes. The fairing and lowers do real wind management work above 90 km/h, and the CB radio and intercom feel dated but actually get used on long two-up days. The honest downsides: 371 kg is not a myth — drop it in a gravel parking lot once and you'll understand why back braces exist, the stock seat turns punishing after hour three, and anything resembling a tight mountain switchback makes the bike feel like you're steering a refrigerator through a doorway.

Put 15,000 miles on a 2002 fuel-injected Ultra Classic and it redefined what I thought a touring bike could be — the Twin Cam 88B's torque hits at 2,500 rpm and simply doesn't quit, making mountain passes feel effortless despite the 371 kg you're hauling around. The fairing and lowers genuinely manage highway wind blast, the CB and stereo aren't gimmicks, and two-up comfort for 500-mile days is real, not marketing copy. That said, the front end feels vague at the limit and heat soak from the air-cooled motor in slow traffic is punishing — your right calf will know every red light in July. The EFI models cured the old carb's cold-start stumble but the ECU mapping is conservative enough that aftermarket tuning unlocks noticeably better throttle response.

The Twin Cam 96 finally gave this bike the grunt it always deserved — that 130 Nm hits hard off idle and pulls effortlessly through highway miles without the old anemia of the 88. The six-speed Cruise Drive transmission is a genuine revelation on long slabs; you're loafing at 2,200 rpm at 110 km/h and the engine barely breaks a sweat. That said, 388 kg is not a number you forget when a parking lot goes wrong, and the stock suspension still wallows through fast sweepers like it's hauling furniture. The fairing and audio system are genuinely excellent touring tools, but by 2010 the infotainment was already feeling dated compared to what BMW was doing.