Menus
- New 8-valve "Milwaukee-Eight" engine for this queen of the road
- 1745 cm3, approx. 90 horsepower, 150 N.m at 3250 rpm, 361 kilos dry, from 24,490 €
- Discovery
- In the saddle
- In the city
- On motorways and main roads
- On departmental
- Part-cycle
- Brakes
- Comfort and duo
- Consumption / autonomy
- Conclusion
New 8-valve "Milwaukee-Eight" engine for this queen of the road
1745 cm3, approx. 90 horsepower, 150 N.m at 3250 rpm, 361 kilos dry, from 24,490 €
Here, a Road King! A little feeling of dejà vu, perhaps, since this model has been in the Harley-Davidson catalog since 1994 being, at the time, seen as a "Sport" version of the famous large road Electra Glide.
But concealment is a major art, especially at Harley-Davidson for whom the preservation of the heritage is one of the fundamentals: the Road King is therefore faithful to its original posture. Sufficiently equipped (rigid suitcases, removable windshield, generous saddle) and, at the same time, relatively stripped down, with no other frills than its generous all-chrome headlight console and its cruise control, managed by the left chest of drawers. In short, a timeless allure, an eternal class and a look which, like a Cadillac Eldorado of the fifties, announces the color: on its handlebars, the road is as much a philosophy as a question of style. And the principles are respected.
Let us remind our loyal readers that there is already a CVO version of the Road King at Le Repaire; it was at the time of the very top of the range, with 110 engine (1800 cm3) and downright premium fittings.
For 2017, the Road King is therefore equipped with the new 107 Milwaukee-Eight engine, in the first of its three versions available, ie with "traditional" cooling by air and oil: this 1745 cm3 block is entirely new. for Harley-Davidson, it gave rise to 5 years of development, more than 1.5 million kilometers of tests in varied conditions, as well as 7,000 torture rooms (exercises on a power bench where we alternate accelerations at maximum torque, others at maximum power, interspersed with long minutes of idling). Its proportions are a little different, with a primary transmission casing and an air filter (aptly signed "107") which are narrower than in the past, for the benefit of ergonomics. Note that Willie G. Davidson himself oversaw the aesthetic aspect of this engine, so that it fits the line as well as possible. The air filter, polished and chiseled cylinder heads are good ways to recognize them.
Discovery
The strength of this Road King and the "107" like the previous "103" and the others, is to have succeeded in this line of design and to have made it a classic. Here is a motorcycle made to last and we imagine that its owner will not be frustrated to see that each new vintage comes with a few new colors. The allure of a Road King surpassed these frivolities. Note, however, that like most of the 2017 models, the Road King is also available in a beautiful black and gold livery! *
Unlike the more streamlined models in the Harley-Davidson Touring lineup, a Road King isn’t inherently intimidating. Its saddle is located at a reasonable 705 mm high and, admittedly, the handlebars are possibly a little higher than on other models, without however bordering on the ape hanger. Hence this "cool but not too much" position, which invites you to go for a ride. Compared to the Road King CVO tested in the past on the Den, the Road King, "basic" and was it "107", is less flashy in its presentation.
However, we appreciate the touch of modernity in an ocean of classicism: the cruise control, the dashboard functions (2 trips, range, clock, gear engaged and speed) accessible via a button on the left index on the stalk. Note that compared to the base price, which corresponds to a Road King delivered in black, the paints require a supplement: for example 600 € for the 2-tone blue / gray or 1000 € for the "candy" illustrated on this test.
In the saddle
The great strength of this heavy machine (361 kilos dry, anyway!) Is to make you forget its weight by a remarkable balance. And among the novelties of this 2017 vintage, Harley-Davidson has worked on the ergonomics of its new Milwaukee-Eight engine. So let’s put it bluntly: it works! Indeed, the air filter is narrower and the right knee can now rest on the side of the tank to better fit on the bike. We still feel the contact with the above-mentioned filter, but the protuberance which required to roll legs apart has disappeared. Same left side, with a narrower primary transmission housing and a left leg that lands on the dedicated platform in a more natural way. Harley-Davidson has therefore achieved the feat of designing an engine more generous in displacement while making it more compact in appearance..
Once in the saddle, the Road King seduces with its uncluttered environment: massive and logical controls in their use and above all, this gigantic chrome headlight console, whose conceptual and aesthetic lineage dates back to the 60s. The sun is reflected in it: it gives immediately want to ride !
Contact (turn the switch on the tank), starter on the right stalk. We had the memory of an engine which undergoes the test in a movement of start which gave the impression that it was going to unhook from the frame. But the Milwaukee-Eight is mounted flexibly on rubber salt-blocks and doesn’t vibrate as much anymore. Then, we had the memory of passing the first with a manly gesture on the double-branch selector and of hearing a "klonk" to wake up the dead, with the feeling that all the gears in the box had just exploded and gone. make a nice salad at the bottom of the pan! That too, it’s over, with a smoother, quieter gearbox. This is the Milwaukee-Eight effect !
Another effect of the Milwaukee-Eight: before, at idle, the handlebars were taken with nice jerks that made the scrapie look like a pleasant entertainment. Well there too, it’s over. The handlebars no longer move; we only feel the vibrations of the V-Twin gently, under the saddle…
A last effect of the Milwaukee-Eight: an idle speed reduced from about 1050 to 850 rpm (while managing vibrations, oil pump and alternator flow), just to recover the "potato-potato" effect old Harley engines that fed many nostalgics. And the reduction of mechanical noise (especially in the top engine) allows you to concentrate on the essentials and appreciate all the flavor and richness of the exhaust sound. What we’re not rushing to do, with all the machines here in US pots (even some in Stage 1, with Screamin ‘Eagle filter and pots): this might not be quite the same song with the stock versions in France.
In the city
Preliminary details: the big boulevards of the city of Tacoma (WA, USA), even crowded with freight going to the port, have nothing to do with the charming and colorful density of rue du Faubourg Saint-Denis (Paris 10). And a nice paradox: in one case, even with the forbidden interface (it is slowly being put in place in California, the only American state to have thought about the question), the city is only a formality. In the second, with the authorized interface, he can cramp the Road King.
Three remarks, however: the balance of the machine is, as we have already pointed out, impressive. The self-stability is excellent and once you understand that you should not fight against the mass, but on the contrary, use it wisely, the Road King handles (almost) like a big 125 The recipe: immediately put your feet on the footrests, keep the balance of a few sensual movements of the pelvis (the center of gravity is just under your loins) and run this big machine in a subtle and sweet blend of relaxation and authority.
Two: the new 8-valve Milwaukee-Eight block is obviously more powerful (Harley remains shy about the numbers, but let’s say it went from around 80 to 90 horsepower) and more torque (from 138 to 150 Nm) than the previous. But in town, these are other attributes that interest us: the flexibility of the engine is remarkable, with the big V2 able to resume at 1500 rpm in third, without vibrations.
Three: Harley announces that it has worked on reducing the heat emissions of its engines (a real defect in town and in summer) and has kept the partial or total uncoupling of the rear cylinder at idle; the location of the rear silencer has also been changed compared to the previous block "103". We have not made a city in sufficient conditions to judge this improvement. Nevertheless, a long drive on the small roads, sometimes cool, of the State of Washington, made it possible to appreciate a soft heat which warmed the feet. To be confirmed, therefore…
Finally, smoother and less sound than in the past, the box locks perfectly well.
On motorways and main roads
Essential question: 2000 or 3000 rpm? Because depending on where in the world you go cruising, that will be your last gear cruising speed. Because in the States, with highways limited to 55 or 60 miles per hour, you will be barely over 2000 rpm in sixth. And on our French highways, it will be 3000. Obviously, the Queen of the Road is there in her element.
Well wedged on the generous and thick saddle as it should be, we watch the sky reflected in the gigantic chrome console, the additional lights taking care of completing this cinemascope by a small complement of what happens behind: the yellow bands that delimit American roads, the big Kenworth truck loaded with logs that we just passed, effortlessly.
With this 107 engine, Harley-Davidson announces improved pickups of 11% on the 100 – 130 km / h test, on the last gear. Difficult to be so precise without a measuring device, but what is certain is that this engine is extremely round and above all, constantly available. On the open road, turn the throttle a little and it responds immediately; wring it out all at once and it bounces in a low growl.
Without departing from this very rasping inertia which is the charm of Harley-Davidson engines, the Milwaukee-Eight always responds and participates in the formidable road skills of this Road King.
On departmental
It will be understood that a Road King is not designed to go get jostled in the face on a departmental Morvandaise. Certainly. Nevertheless, we appreciate in the sinuous its neutral front end (and even, let’s say it, light compared to the other models of the Touring range) as well as its agility to be swayed from pif to paf. But that, finally, that was already part of the qualities of the bike.
What’s new, then, is that damn Milwaukee-Eight again. The new engine temperament significantly alters the driving experience. We gained in flexibility (the big V2 accepts to turn at 1700 rpm on the last report, that is to say less than 80 km / h and to set off again without forcing or dragging); in reactivity, with more copious times and in linearity, with constant power delivery up to the switch, at 5500 rpm. Yes, it’s new, we find ourselves hitting the switch with a big touring Harley! But despite the change from 2 to 4 valves, the maximum speed has not been increased. Distribution by rods and rocker arms constitutes a mechanical limit anyway….
In short, whether you are in "nervous" mode or on a bucolic stroll, the Milwaukee-Eight knows how to comply with all uses. And the gearbox confirms its progress under these conditions.
Part-cycle
The Road King has the new suspensions of the Touring range. At the front, a fork designed in collaboration with Showa, with two new valves for better oil circulation. At the rear, new shock absorbers make the appearance. The one on the right is classic; the one on the left offers a preload adjustment that offers up to 30% more adjustment range. Access is easy: two screws allow the side case to be easily removed and then all you have to do is turn the dial, which has about twenty notches.
Brakes
The Road King has braking using three 320mm discs all pinched by 4-piston calipers. Those who claim that Harleys do not brake must reboot their software: taking into account the vocation of the machine, the braking is quite correct, with rather contained mass transfers and a good dosage whether at the handle or at the the pedal.
Comfort and duo
The Road King doesn’t lie: it’s made to devour miles. The saddle is soft and the hours spent on the handlebars are painless. Depending on the body type, the pilot may find that the top of the bubble is just at the level of his eyes (for more than 1.85 m), which can pose a dilemma for Captain Haddock: I look above or below the bubble? However, this does not generate turbulence. The passenger is well installed, but we can pamper him with an optional sissy-bar.
Consumption / autonomy
Harley-Davidson announces lower fuel consumption thanks to the Milwaukee-Eight’s dual ignition and better management of air intake flows. We were not able to measure the consumption on this test. To be checked later, therefore.
Conclusion
Evolve sufficiently to be in step with the times (and anti-pollution standards), without revolutionizing so as not to scare away the clientele attached to the values of the brand: the exercise is not easy and the Milwaukee-Eight played a tight part. However, we have gained smoothness, power, ergonomics and, normally, energy efficiency. What is called scoring on all boards.
Of course, the more linear nature of the engine may upset the grumpy (who would have found fault anyway): what must be remembered is the gain in flexibility and availability, therefore, in the end, in pleasure. And all this does not take anything away, on the contrary, from the formidable capacities of the Road King to swallow the road in style..
Strong points
- Smooth, powerful, consistent motor
- Timeless line
- Driving skills
- Comfort in (relative) destitution
- Good coupled braking
- Overall driving pleasure
Weak points
- Bubble which can be just below the eye level of large riders
- Improved heat dispersion of V2 to be confirmed during a Parisian test
- Gain in consumption to be confirmed during a Parisian test
- Sound approval (exhaust) up to be confirmed during a test with a French version
The technical sheet of the Harley-Davidson Road King 107
Test conditions
- Itinerary: 300 kilometers of small roads and a little bit of freeway in Washington State (USA)
- Motorcycle mileage: 1000 km
- Problem encountered: none, riding a Harley in the States is always a kif !
Competition: Indian Springfield, Triumph Thunderbird LT, possibly Kawasaki VN 1700 Nomad.
Related articles
-
Harley-Davidson Ultra Limited Low ‘107’ test
New Milwaukee-Eight engine with 8 valves and mixed air / water cooling for this large road accessible to all 1745 cm3, approx. 90 hp, 152 N.m at 3250…
-
Harley-Davidson Road King Special test
V2, 1745 cm3, approx. 90 hp at 5500 rpm, 150 Nm at 3250 rpm, 355 kilos dry, from € 25,390 The Dark Custom spirit touches the queen of the road Discreet…
-
Harley-Davidson CVO Limited ‘114’ test
New 8-valve Milwaukee-Eight engine for this absolute top of the line from Harley 1870 cm3, approx. 100 horsepower, 166 N.m at 3250 rpm, 414 kilos dry,…
-
Harley-Davidson Street 750 A2 test
ABS, Euro4 engine, alarm and improved finishing details: from € 7,450 What is this small entry-level custom in a 47 hp flanged version worth? ? Eleven…
-
Harley-Davidson Sport Glide 107 Test
Touring and sport at the same time: absolute versatility according to Harley V2, 1745 cm3, 84 hp at 5400 rpm, 145 Nm at 3250 rpm, 304 dry kilos, from €…
-
Harley-Davidson Low Rider S Test
A cruiser in the S Series and Dark Custom range Screamin ‘Eagle Twin Cam 110 V-Twin of 1,801 cm3 delivering 156 Nm And 7! The Dark Custom family…
-
Harley-Davidson LiveWire electric motorcycle test
0 – 100 km / h in 3 seconds … Revolution… Revelation electric motor, 105 hp and 116.6 Nm, 249 kg, adjustable Showa suspensions, 150 km of range, from…
-
Harley-Davidson CVO Road King test
Classic luxury bagger An essential bagger of the American brand, the Road King is available this year in a CVO (Custom Vehicle Operation) version,…
-
Harley-Davidson Freewheeler Test
V2, 1750 cm3, approx. 90 hp, 152 Nm at 3250 rpm, 492 kilos dry, from € 29,850 A stylish and stripped-down three-wheeler to discover the Harley-Davidson…
-
Harley-Davidson Street Bob 107 test
V2, 1745 cm3, 86 hp at 5020 rpm, 145 Nm at 3000 rpm, 297 kilos, from € 14,860 A change in philosophy from the Dyna family to the Softail family It’s been…