2015 Harley-Davidson Lineup Reveal: The Motor Company Is Still On The Gas

Harley-Davidson could certainly be excused if it wanted to take a year off from product development. In the wake of Project LiveWire, the introduction of the all-new Street platform, and last year’s Project Rushmore, which ushered in over 100 improvements across the Touring line, you’d expect even the biggest OEM on the block to feel tapped out. Add weaker-than-expected retail sales in the first half of 2014 and the recent recall of 65,000 Touring models, and you could understand the need to slow down.

A glance at the 2015 lineup might lead you to believe that's the case: no true all-new models, but riffs on existing bikes, additional Rushmore-type enhancements, lowered versions of other models, and lots of new graphics and accessories. But even if Harley has dialed down the innovations for 2015, there are still important new machines here.

The 2014 model launch was hugely influenced by Project Rushmore, and for 2015, H-D continues to plumb its massive customer base for feedback. That's the impetus behind two new touring models, the Electra Glide Ultra Classic Low and the Ultra Limited Low, both of which target shorter riders. Offering lowered suspensions and resized controls with compact ergos, both bikes retain touring capability, in a less-intimidating package.

Of course, the real news is the reintroduction of the Road Glide into the Touring lineup. Available in both standard and Special trim, the newly sleekened bagger gets its own Rushmore-informed redesign, complete with all-new fairing, upgraded engine, lighting, audio and luggage, and a host of ergonomic improvements.

The Softail series received overdue upgrades as well, in the form of a substantially overhauled brake system. H- D claims the new binders deliver improved modulation and responsiveness while decreasing lever effort by 40%, and ABS is now standard on all Softails except the Slim, where it’s offered as an option.

The premium CVO series, meanwhile, saw the return of the Ultra Limited and Softail Deluxe models, and the addition of a sonically pumped-up CVO Street Glide. Rounding out the limited edition machines is the CVO Road Glide Ultra. All four pack the higher-spec Screamin’ Eagle Twin Cam 110 motor.

2015 also sees the introduction of eight new paint colors, including the new custom Black Magic and Radioactive Green, and new Hard Candy Custom metal flake colors, Cancun Blue Flake and Quicksilver Flake.

The Motor Company also thought we'd be stoked to ride its new hotrod-style trike, dubbed the FreeWheeler. With a mini ape-hanger handlebar and bobtail fenders, the Freewheeler incorporates more attitude than your usually sanitized trike offering, but despite the catchy moniker, it's still not a motorcycle. We'll pass.

In all, there are 36 models for 2015, if you include the trikes (the Tri Glide returns too) and CVO models. That’s an impressive number, and it explains why Harley chose to release models throughout the year rather than all at once. The Road Glides for instance, were available at Sturgis, while both the Low Rider and SuperLow 1200T were rolled out mid-year, with the Street 750 somewhere in between.

The Motor Company decided to specifically address the Touring line’s perceived intimidation factor mainly because, according to Harley, 20% of current customers are shorter than 5 feet, 7 inches. In that context, the names of the new bikes aren’t surprising: the Electra Glide Ultra Classic Low, and the Ultra Limited Low.

I spent a chunk of time on the Ultra Classic Low model and to my surprise, ended up thoroughly enjoying the machine – for 20-minute stretches, anyway. Superficially, it's exactly like the Ultra Classic I’ve come to appreciate over the years, but swing a leg over the dished, low-profile 25.6 inch saddle, and the experience changes dramatically. The seat is pushed closer to the fairing, and the pullback handlebar comes two inches nearer to the pilot. Because the suspension is lowered an inch both front and rear and the primary housing's width is shaved down, my feet had no problem treading asphalt as I settled in. In fact, it felt like I was in a downright squat at traffic lights. So this is what Shaq feels like. But once acclimated to the tighter ergos and odd feel of the miniaturized controls – the handlebar is narrower and the grips are smaller diameter -- I realized that there was still the same suite of long-haul amenities found on the standard (Rushmore-ized) Touring models: air-cooled High Output Twin Cam 103 mill with 6-speed tranny and hydraulic clutch, redesigned Batwing fairing with Splitstream vent, ABS with Reflex Linked Brakes, Daymaker LED lights, a Tour-Pak top case and Boom! Box infotainment.

On the road, the Ultra Low also feels easier to steer than the standard version -- probably due to chassis changes and its center of gravity being moved rearward. The usual heft of the big Ultra seems to melt away, making the bike feel downright sprightly and much lighter overall, even though actual weight hasn't changed appreciably. The controls are infinitely more reachable with both clutch and brake lever actuation now an easy two-finger operation, even for smaller hands.

After that the compact ergonomics, dished saddle, smaller grips and tight handlebar begin to close in on you. Taller pilots will find the lack of foot placement options and saddle shape locking them into position, with the narrow handlebar cramping limbs. But then, this machine isn't for them. With its easy lift off the sidestand, user-friendly powerband and nimble handling, the $24,399 Ultra Classic Low makes a compelling premium touring option - and a huge confidence builder - for those of shorter stature.

If you’re wondering about the CVO contingent – Harley’s premium series of limited edition bikes enhanced with performance mods and unapologetic bling – there’s four making the cut for 2015, with two of them ostensibly new models. The CVO Limited and Softail Deluxe both return to the line packing the Screamin' Eagle Twin Cam 110 motor, with the Limited using a Twin Cooled version, and the Softail going with the air-cooled 110B lump. The Limited now boasts new Airflow Collection accessories and polished Slicer wheels, while the Deluxe benefits from the brake upgrades found on all Softails this year, as well as new two-tone paint. All CVO models boast a factory security system, cruise control, hydraulic clutches and standard ABS.

Fresh on the CVO scene this year is the touring-biased CVO Road Glide Ultra, which piles extra accoutrements onto the base Road Glide, such as an extended reach 1.25-inch diameter handlebar, rider and passenger backrests, heated handgrips and seats, Mirror Chrome Slicer Custom wheels and a CVO Carryout Tour-Pak out back. It also gets a Twin Cooled version of the Twin Cam 110 motor for plenty of thrust.

The other addition is a CVO Street Glide -- which was last in the CVO line back in 2012. Those in search of a more, er, "symphonic" experience would do well with this premium treatment of Harley's most popular model; for 2015 it brings a serious sonic wallop on the order of 600 watts. That's right -- the standard Boom! Box 6.5 GT infotainment system on this bad boy pumps audio out of 12 speakers with two 300-watt, four-channel amplifiers, with a dynamic equalizer to improve clarity, no matter what your decibel level. Other added CVO perks include custom five-spoke Aggressor wheels, extended saddlebags, a special low-profile CVO saddle, Wind Splitter windscreen, and the now-ubiquitous Daymaker LED headlights, capped by gobs of chrome-enhanced Airflow Collection controls and details. There's even a trick backlit tank badge, and, of course, a (somewhat garish) special CVO paint scheme.

But this isn't just a rolling concert hall (though the sonic goodness emanating from the speakers on the short ride was spectacular), as I found out when twisting the throttle on one long straightaway in our wine country route. The Screamin' Eagle Twin-Cooled Twin Cam 110 motor will pin your butt back into the dished saddle with its emphatic 115 ft-lb of torque (claimed), which hits quickly and intensely. But with all that grunt on tap, the over-chromed Air Collection grips don't really allow a stout grip; my fingers would occasionally slip off the polished metal when cranking the throttle in passing maneuvers. There's no denying the 110 engine is way responsive and more powerful overall, but in my opinion it still doesn't feel as well-rounded as the 103, which for my money has the more rider-friendly powerband for everyday riding. But if you're looking for a serious visual and performance statement, this might be right up your alley.

The 2015 Harley-Davidson CVO Road Glide Ultra can be yours for a mere $39,649, while the CVO Street Glide costs $36,349. The returning CVO Limited retails for $39,349 while the second-year CVO Softail Deluxe comes in at $28,999.

In the end, it was all about the buffeting. Harley-Davidson Chief Stylist Ray Drea says that was the first thing his team knew they needed to fix on the Road Glide.

Simple, right? Except to do that, they had to mess with the Road Glide's almost iconic visual identifier: the shark-nose fairing that distinguishes it so readily from other Touring models. Even though the Street Glide outsells it by a large margin, H-D understands the value of the Road Glide, even making sure it got a special preview in Sturgis (see Aaron Frank's ride here: http://mtrcycl.st/s3ICy8) before its other 2015 bikes were revealed.

So the "rider's bagger" re-enters the lineup after a yearlong hiatus, with a swath of new features, many of them a continuation of the Rushmore upgrades seen on last year’s touring bikes. But Job One was to address that whole buffeting issue, which Drea says, required a comprehensive overhaul of the frame-mounted, shark-nose fairing. That meant "countless hours" of wind tunnel testing to find a way to reduce head buffeting while still allowing airflow. The solution was to narrow the entire thing by 1.4 inches, push it closer, and punch side and center scoops into it. These work to alter air pressure behind the fairing to quell turbulence, and in turn, feed new triple splitstream vents for airflow.

Job Two, according to customer feedback, was upgrading the lighting as well. So the familiar dual headlamp went under the knife, and “..we replaced the separate twin headlamps used in the previous Road Glide with a single composite headlamp with two bulbs, so the cover is now integral to the lamp housing,” according to Harley-Davidson Principal Stylist Brian Nelson. The new Dual Daymaker Reflector LED headlamp, say designers, casts a brilliant light, with 85 percent more “spread” than the previous headlight, and six percent better “punch."

As expected, the 2015 Road Glide also gets an updated engine in the form of the air-cooled High Output Twin Cam 103 V-twin with new cams and high flow airbox that debuted last year, all hitched to a six-speed Cruise Drive transmission and a hydraulic clutch. Project Rushmore upgrades also include One-Touch hard saddlebags and the up-spec Boom! Box infotainment system with intuitive controls. The new Enforcer wheels introduced last year also benefit handling via weight reduction, while a stockier 49mm fork adds stiffness up front.

Our route through the Sonoma Valley wine country sampled a mix of fast sweepers, off-camber hillside twists and flat stretches, and as we set off, the Road Glide's H.O. TC 103 exhibited a healthy intake honk with a reassuring burble from the two chrome mufflers. The view over the low-cut 9.5 inch smoked screen was unobstructed, and a centrally located vent on top of the dash was one touch away should I need to close it when the fog rolled in.

As we picked up speed on flat sections, it became clear the two lower vents were doing their job as advertised. I found head buffeting dramatically improved from the bobblehead experience of the last Road Glide I rode some 5 years ago, and that meant I could also better appreciate the sound quality of the Boom! Box 4.3-inch dash mounted display feeding 25 watts per channel into a pair of coaxial speakers (a 6.5-inch touch-screen with GPS comes on the Special). The Glide's subtly reshaped snout does a good job of keeping the wind off chest and hands as well.

I wasn't immediately sold on the new handlebar, which reaches back 5.5 inches and puts you in a more upright position -- Harley calls it a mini-ape, but I felt it infringed into Buckhorn territory -- though I did end up appreciating the reduced pressure on my wrists as miles starting piling up. The revised hand controls are also easier to reach and operate, and the two thumb joysticks controlling the Boom! system are breeze to navigate.

The new Glide also greatly benefits from the TC 103 engine upgrade, with low-rev acceleration now even stronger at almost 105 lbs-ft of torque on tap (claimed). At the higher cruising speeds we traveled, the long-legged twin feels mostly relaxed, and a flexible power delivery means it could pull hard in just about any gear - even 6th. Those riders willing to push the Road Glide hard into tighter spaces will be glad to know it handles remarkably well for such a big bike, and is noticeably better balanced than the last version. Steering is light - it doesn't take much effort to change direction - yet notably tighter and more stable, thanks to the stiffer triple clamps and stouter fork tubes. Despite that disappointing rear suspension travel, the Glide is fun to ride on a twisty road, and can be cornered reasonably hard before floorboards make contact.

The new ABS-equipped Reflex brake system, which links front and rear discs (standard on the Special) is impressively powerful but I could feel the subtle difference between it and the stock unlinked brakes, as I also rode the standard model. The Reflex system could be abrupt in some conditions, as when you had to haul the bike down from speed quickly, but otherwise I got solid performance from the Brembo calipers on the front floating dual discs of both models.

But as the day wore on, I found myself wishing the engineering department had made greater strides in the suspension department: 2.1 inches of wheel travel at the back isn't likely to make many real riders happy. The short-travel dampers less and less tolerable, especially during the latter part of the day, and any bumps bigger than a tar snake came straight through to my spine, which made for an uncomfortably rattling ride in the last 30 minutes. One of the techs told me the air-adjustable twin shocks were are set fairly high from the factory to accommodate heavier riders, and as we were switching bikes all day long, there was never time for adjustments. With the right time and tools, I'll assume that deficiency could be addressed (luckily, on the Special, the low-profile rear suspension is hand-adjustable).

Granted, Harley had a tough row to hoe with the Road Glide, whose fans have essentially split into two camps over the years: true hardcore riders who appreciate the functionality of a frame mounted fairing, and more recently, a younger crowd that covets its distinctive styling. In the end, I'm thoroughly impressed with the 2015 Road Glide. Taken as whole, it's a vastly improved machine that's more focused, more rideable and frankly better looking than the last version. And while Project Rushmore may have affected most parts of this model for the better, it never quite made it to the rear end. If you're judging the Glide on style alone, Harley has definitely hit it out of the park, but for overall ride quality, there's still more work to be done on the suspension. Or maybe they should just call this the Road Glide Custom again.

The 2015 Road Glides are available now in Vivid Black, Amber Whiskey, Mysterious Red Sunglo (Road Glide only), Black Denim, or Superior Blue (Road Glide Special only). The base model starts at $20,899, while the Road Glide Special -- with a larger touchscreen infotainment/GPS system; painted dash, pin striping, ABS, and low-profile rear suspension -- is closer to $24,000.