Harley-Davidson Ultra Limited Low ‘107’ test

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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 rpm, 398 kilos dry, from € 29,990

Never mind that, according to Harley-Davidson studies, it is Road Glide Ultra users who are among the brand’s biggest riders.. Because there, where with its two large square headlights and its "shark nose" style fairing, the Road Glide seduces or divides, the Ultra Limited (previously called Electra Glide) wants to be more consensual to the point of appearing as the archetypal figure of the great American road. A universal figure and, possibly imposing, with its almost 400 kilograms dry and its 740 mm saddle height.

And it is precisely to make it accessible to as many people as possible that Harley-Davidson decided, two years ago, to complete its Limited with a Limited Low: the saddle goes down to 685 mm and other small details are taken care of. to make the whole coherent. We thus note a more curved handlebars and advanced 5 cm towards the pilot, a more accessible side stand lug, as well as suspensions with shortened travel of 25 mm and less protruding passenger footrest plates. The ground clearance thus goes from 135 to 115 mm.

For 2017, Harley-Davidson is presenting not new motorcycles but new engines. These constitute the ninth generation of Big Twin in Milwaukee and bear the name Milwaukee-Eight, given their distribution which now uses 4 valves per cylinder. This engine is available in three versions: the 114ci (1870cc, tested in CVO Limited), the air-oil-cooled 107ci (1750cc) (tested in the Road King) and the air-water-cooled 107ci, which is installed in this Ultra Limited Low. This machine has been tested in the USA, at a very American driving pace…

Harley-Davidson Ultra Limited Low '107' review

Discovery

The color of our test bike, called "Black Hills Gold & Black Quartz" is one of the elements that distinguishes the 2017 vintage. That’s easy. But a keen eye will also notice the new "Milwaukee-Eight" engine, with the specific shape of its cylinder heads and its narrower air filter..

Profile of the Harley-Davidson Ultra Limited Low '107'

For the rest, the Low is as well stocked as an Ultra Limited: expect to have everything you need (and even more!) To cut the road in the best possible conditions. Also expect to find complete but easy-to-use archi-shaped commodos, whether for handling cruise control, audio or navigation. The large touchscreen of the infotainment Boom Box is also useful and pleasant to use. Finally, multiple deflectors on the fairing optimize the wind protection, which we imagine generous.

The dashboard of the Ultra Limited Low

Obviously, the Low can also be seen thanks to its deeper saddle: 55 mm less than the original version, that is also noticeable. And having your feet flat for maneuvers at slow speed, that helps !

In the saddle

We no longer get on this bike, but we get on board. Depending on your approach to "how to get in style on the handlebars of a Harley", you will either pivot around the rider seat or you will also step over the passenger seat and side cases. Question of feeling. Still, taking control of this machine is not complicated. The weight is high, yes, but the center of gravity is low and we note that a big custom is piloted more with the pelvis than with the arms, which must support all this weight in cantilever..

The good news is that while the UItra Limited Low is aimed at short-legged, garden gnomes and TV host’s assistant locksmith set in an old Atlantic fort, it doesn’t rule out others. Those over 1.85m tall don’t feel curled up like on a Honda 125 MSX. Neither the legs nor the arms are folded too much and this illustrates the consistency of this new riding position..

Harley-Davidson Ultra Limited Low '107' from behind

Among the novelties going along with this generation of Milwaukee-Eight engines, significant work has been done on ergonomics: the air filter is less prominent than in the past, as is the primary transmission case. These two elements can only go in the direction of the philosophy promoted by the Low.

Another new point: an engine mounted flexible and devoid of vibrations when idling, despite a reduced speed from 1050 to 850 rpm. The handlebars and the rearview mirror are no longer shaking at idle, while we feel some vibrations in the saddle, just to remember that we are on a big V-twin.

Harley-Davidson Ultra Limited Low '107' headlight

In the city

In the American cities where we tried this bike, with fluid traffic and a forbidden interfile practice, the urban experience is very different than what we will be able to live in France. Notwithstanding, two points should be noted and a third merits questioning.

Harley-Davidson Ultra Limited Low '107' in town

One: Big Harleys, past the intimidating moment in front of their mass and size, have always proven to be extremely well balanced and stable machines at low speeds. The Ultra Limited Low, with its even lower center of gravity and its handlebars even closer to the rider, can only do better in this area. With a little practice, you can do a U-turn at very low speed and without removing the feet from the footrests..

Two: the new Milwaukee-Eight engine, in its 107 Twin-Cooled version (the cylinder heads are cooled in the hottest place, i.e. around the exhaust valves), shows great flexibility and , as we have said, a beautiful absence of vibrations. And as the gearbox has also made progress (it is smoother, quieter and the "klonk" when passing the first has disappeared), we find ourselves moving forward in traffic smoothly and without forcing, without vibration. , smoothly and at engine speeds that can remain below 2000 rpm.

New Milwaukee Eight '107' liquid-cooled v-twin

Three: The Milwaukee-Eight needs to better dissipate engine heat thanks to work that included, among other things, reviewing the routing of the rear cylinder exhaust. During this test, carried out in Washington State (located far north of the USA and not known for its scorching temperatures), a gentle engine heat was pleasant at the start or end of the day. We will therefore check later if the big V2 is still choking in Parisian traffic jams..

On motorways and main roads

We are certainly seated lower but since the screen is a little lower than on a standard Ultra Limited, the protection is generally identical. That is to say, excellent.

Protection is excellent

The Low in no way degrades the road qualities, unanimously recognized, of the Ultra Limited. The differences therefore relate to the approval of this new 107 engine. Compared to the previous "103" block (1690 cm3) which fitted the Touring range, this 107 is evolving in the right direction without however revolutionizing. Note that the Stage 1 with which our test bike was equipped gives it a little more pep and sound presence, but that in France a large part of the machines should quickly find themselves equipped in this way..

And without revolutionizing the genre, the 107 offers significantly different performance from the 103: it is more flexible and rounder at very low speed, already present at 2500 rpm and offers copious times above, where the 103 offered a little boost to 3500 rpm in a more pronounced air intake noise. Both break at 5500 rpm, but the 107 is more linear in the way it delivers power. On motorways and main roads, we note that it offers better times and allows cars to be overtaken without forcing or downshifting. After all, isn’t that what we ask of a grand tourer of this ilk? ?

The new engine adapts better to driving on small roads

On departmental

The improvements to this Milwaukee-Eight engine obviously benefit small-road driving. More smoothness, more flexibility, more times, all this helps a greater, that we walk quietly (the V2 accepts to turn at 1700 rpm in sixth, at about 80 km / h), or that one plays with the powerful snores of the engine between two turns. And in any case, the new gearbox is a treat.

Ultra Limited Low on the road

On the other hand, the ergonomics specific to the Low modifies the overall feeling of the machine a little. Sitting lower, with an even larger handlebars, it becomes difficult to pinpoint the front axle (already heavier by nature than on a Road King or a Road Glide, since it supports the bulky fairing) and, when one investigates the The Ultra Limited Low cannot hide its vocation to be anything but a sporting machine for a long time..

Part-cycle

The Ultra Limited Low, like all other models in the 2017 Touring lineup, has new suspensions. At the rear, the new shock absorber offers a range of preload settings that are 15 to 30% wider than before and the icing on the cake, these settings are more easily accessible, because all you have to do is remove the left side case and this operation. takes less than a minute. A good evolution for this machine called to ride in duo with a lot of luggage. At the front, the Ultra Limited Low benefits from a fork designed in collaboration with Showa, with two new valves for better oil circulation..

Brakes

Three discs in the program, with a generous dimension of 320 mm and all pinched by 4-piston calipers. Better: they are coupled and you can clearly feel the mass transfer forward when you operate the pedal. Those who tell you the Low won’t brake should change their mount because they’re not riding it properly. Respecting its philosophy, the Low benefits from powerful and dosable braking.

Harley-Davidson Ultra Limited Low '107' brake

Comfort and duo

It’s a palace! Even with the suspensions whose travel has been cut by 25 mm, the Low does not heel on the big irregularities and dampens the small ones in flexibility. Here is a machine that just makes you want to swallow miles and all heavy riders will tell you that the more you ride with it, the more the machine reveals its relevance by being in a constant mood and knowing how to preserve the crew in all circumstances..

The saddle of the Ultra Limited Low '107'

Consumption / autonomy

With the 22.7-liter tank, the Low should have a substantial range, which can exceed 400 kilometers, because Harley announces gains in fuel economy thanks to the dual ignition and the gains made by the Milwaukee-Eight in terms of admission. We were unable to calculate the consumption ourselves during this test. To be checked when the machine is restarted.

Conclusion

We already knew that the Low was a great road-cutting machine and it didn’t need the 107 engine for that..

This improves its behavior: more flexibility, better response to all speeds, less vibrations. May those who fear a watering down of character be reassured. With Stage 1, we gain even more generosity, with a very fat sound, without being too present and an astonishing revival capacity, to the point that the upper step on which block 114 is located does not appear so high that that.

Compared to an Ultra Limited, the Low costs only € 80 more and retains all of its qualities: democratic accessibility is not that expensive. !

The Ultra Limited Low remains a superb machine for cutting the road

Strong points

  • Smooth, powerful, consistent engine, even more so on this test model equipped with a Stage 1
  • The concept of a big Harley accessible to all body types
  • Excellent self-stability at low speed
  • Full equipment
  • Overall comfort
  • Remarkable driving skills
  • Improved damper adjustment

Weak points

  • Heavy weight
  • Heavy front axle
  • Front axle feeling even less connected than on an Ultra standard
  • Milwaukee-Eight consumption gains to be confirmed during a test in France
  • Improvement of the heat dispersion of V2 to be confirmed during a test in France

The technical sheet of the Harley-Davidson Ultra Limited Low

Test conditions

  • Itinerary: 300 km of road and especially small roads in the USA, in Washington State, between Tacoma and Port Angeles
  • Motorcycle mileage: 2000 km
  • Problem encountered: None. We can be big and enjoy a Harley for the little ones.

Competition: Indian Roadmaster, possibly Kawasaki Vulcan 1700 Voyager

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