2011 Harley-Davidson CVO Road Glide Ultra B-b-bling for the alpha tourer, By Jamie Elvidge Photography by Riles & Nelson

Like any alpha wolf worth its fur, Harley-Davidson's "alpha customer" needs to make a little noise to remind everyone of his position within the pack-which is exactly why the Custom Vehicle Operations line exists. Every year, Harley's CVO team selects four models and hooks them up with exclusive accoutrements, snazzy paint and, of course, the CVO-exclusive 110-cubic-inch Screamin' Eagle engine. For 2011 the Ultra Classic Electra Glide, gangsta-fave Street Glide and versatile Softail Convertible return to the CVO stage, with the revered Road Glide Ultra rolling in to replace the Fat Bob.

To clear up any confusion, the Road Glide Ultra differs from its cousins the Ultra Classic Electra Glide and Street Glide by way of its hawkish, frame-mounted fairing and cockpit-style instrumentation. The other touring rigs feature flatter, fork-mounted fairings, which impart a slightly heavier steering feel. The Road Glide's unencumbered fork, combined with the Touring chassis' recent frame and suspension upgrades, make it a terrific platform for spirited travel. The CVO Screamin' Eagle Twin Cam engine adds some much-appreciated oomph to the package, bringing it nearer to the power standards of rival touring bikes.

The Road Glide comes standard with ABS, electronic throttle control and a six-speed transmission. It offers an updated Road Tech 660 GPS system, with audio commands available through the external stereo speakers. Harmon/Kardon supplies the iPod-integrated audio/entertainment system, which includes four BOOM! (that's right, BOOM!) bagger speakers. The 'Glide also gets a suspended, heated touring saddle that it shares with the Electra Glide, as well as a remote-control power-lock system that locks/unlocks the bike's trunk, saddlebags and ignition via a pushbutton fob. 

The fob works fabulously, and proves a great advance from the days when you needed to unlock and lock each bag manually every time you wanted to rummage for a rainsuit or road map. Additional baubles included the Deluxe Tour-Pak luggage rack with color-matched LED brake/tail lamp and Air Wing Tour-Pak rack, plus Harley's "Rumble Collection" of rubber and chrome footboards, shifter pegs, brake pedal, saddlebag latch covers and heated handgrips.

Aside from the flash factor, the most apparent dimensional difference between the base Road Glide and the CVO version is the use of badass 18-inch Agitator wheels. The 15-inch windshield has been reshaped as well, and brought back 15 degrees.

On the road the newest CVO Glide is everything it should be: packable, comfortable, manageable ... and deeply conspicuous. I had a chance to ride all four fresh-from-the-factory CVO models around Lake Tahoe's tranquil shores and let me tell you, a pack of flashy, cash-happy Harley riders draws huge attention. Especially among the wooden boat-wielding, alpha cabin-owning crowd that frequents Tahoe's la-dee-da lakefront.

The 110-c.i. V-twin is the most appreciated upgrade shared by the 2011 CVO models, giving all the bikes a little more real-world punch. But there are also some enticing aesthetic and electronic additions to satisfy Harley's most demanding customers. The Electra Glide boasts a new 19-inch Agitator front wheel, as well as ventilated fairing lowers that house two out of the six speakers. After all, what better to complement loud pipes than several hundred watts of Stephan Wolf? The new audio system includes an H-D-branded iPod Nano with a slick dock pocket in the right saddlebag. Additionally, the Street Glide will roll out with a snakeskin-motif leather seat, low-profile tank console and 7-inch smoked flyscreen. It comes in four daring color options, each brandishing contrasting engine, wheel, tank console and fairing finishes.

The CVO Convertible Softail also receives an iPod-integrated audio system, with dual speakers tucked beneath the bike's small windshield. Rider and passenger seats, passenger backrest and lockable leather saddlebags all receive simulated alligator-skin inserts, and new mini-ape hangers add to the Softail's plumage. First-time performance enhancements such as ABS, ETC, cruise control and keyless ignition add tangible value to the Convertible package.

Because the luxury CVO Ultra Classic Electra Glide is first choice among long-distance Alpha Customers, great detail went into construction of a new heated touring saddle and adjustable rider and passenger backrests. The Electra Glide receives a new navigation system and the same handy remote-control power-lock system as the Road Glide.

The stereo on the hot-rod Street Glide, with its 100-watt-per-channel amp, is by far the most potent for in-the-wind listening, but the BOOM! (yes) speakers on the Road Glide also offer impressive sound quality. The Softail's two-speaker stereo is less than stellar, but that's not its only downfall. A knee-high-to-a-grasshopper seat height of 24.4-inches and baby apes make the bike feel cramped for a full-size rider, and looks-wise there are much prettier ways to spend nearly $30,000.

Purchasing a new Harley will set you back a few stacks, and joining the exclusive CVO ranks even more so. The ever-popular CVO Electra Glide has a base price of $36,500, and the swaggering CVO Street Glide starts at $32,500. The newly-initiated CVO Road Glide Ultra nearly doubles in price compared to the base model, with a starting point of $36,000. But even at these prices, these bikes will inevitably find their way into the temperature-controlled man-caves of the Alpha Customer. Exclusivity does wonders for desirability.

tech SPEC
Evolution The Road Glide gets the big Screamin' Eagle engine, bigger wheels, fresh paint and an assortment of functional and compelling electronics.

Rivals
Arlen Ness Victory Vision, BMW K1200 LT, Honda Gold Wing, Kawasaki 1700 Voyager, Star Royal Star Venture S.

TECH
Price	$35,999
Engine type	a-c 45-deg. V-twin
Valve train	OHV, 4v
Displacement	1803cc
Bore x stroke	101.6 x 111.3mm
Compression	9.1:1
Fuel system	EFI
Clutch	Wet, multi-plate
Transmission	6-speed
Claimed horsepower	na
Claimed torque	115 lb.-ft. @ 4000 rpm
Frame	Steel double cradle
Front suspension	41.3mm Showa fork
Rear suspension	Twin Showa shocks with air-adjustable preload
Front brake	Dual Brembo four-piston calipers, 300mm discs
Rear brake	Brembo four-piston caliper, 300mm disc
Front tire	130/80B-18 Dunlop H-D Series
Rear tire	180/55B-18 Dunlop H-D Series
Rake/trail	26.0°/6.7 in.
Seat height	27.5 in.
Wheelbase	63.5 in.
Fuel capacity	6.0 gal.
Claimed dry weight	905 lbs.
Colors	Red/black, gray/black, ivory/gold
Available	Now
Warranty	24 mo., unlimited mi.

Contact
Harley-Davidson Motor Co.
3700 W. Juneau Ave.
Milwaukee, WI 53208
414.343.4056
www.harley-davidson.com

Verdict 3.5 stars out of 5
One heck of a fly Road Glide, but damn is it expensive!

2011 Harley-Davidson XR1200X - The X-Factor by Aaron Frank Photography by Tom Riles, Brian J. Nelson

Uprated Suspension And Brakes Improve The Sportiest Sportster

They say: "Sportster performance honed to its finest edge."
We say: "It'd perform even better after you honed an inch off the footpegs."

It's fair to say that Harley-Davidson racing development peaked in 1970 with the release of the iconic, instantly successful XR750. That platform, which continues to dominate dirt-track racing to this day, has made the XR prefix synonymous with Harley performance. 

That's why The Motor Company's hottest streetbike is branded the XR1200, and isn't an XL1200 variation like its more conventional, baby-cruiser brethren. Now Harley-Davidson has deployed an additional X to create the XR1200X, upgraded with fully adjustable Showa suspension and higher-spec brakes. This is by far the sportiest Sportster yet.

Aesthetically, the X-model is mostly unchanged. The bodywork, drawn by industrial designer Mark Daniels in homage to the original XR750, is faithful in shape if not scale, and cleverly incorporates fresh-air intakes under the 3.5-gallon fuel tank. Black-wrinkle powdercoating on the engine and a satin-black exhaust make the bike look more sinister, and an orange pinstripe accents the cast three-spoke wheels.

The engine is likewise unaltered. The rubber-mounted, air-cooled, 1200cc Evolution V-twin is equipped with high-flow heads, high-compression pistons and aggressive cams to provide performance deserving of the XR name. A high-capacity oil cooler keeps engine temps down, and a downdraft 50mm throttle body, equipped with electronic sequential-port injection, meters fuel. Flawless fueling, quick throttle response and surprisingly light clutch action make the claimed 74 lb.-ft. of torque accessible and easy to exploit.

Harley-Davidson invited us to historic Road America, located an hour north of its Milwaukee, Wisconsin, headquarters, so we could best assess the new model's much improved suspension and brakes. Up front is a bespoke version of Showa's Big Piston Fork (BPF), which uses larger-diameter internal pistons to reduce damping pressure for better compliance and improved front-end feedback. Out back, the shocks are Showa's finest fully adjustable, nitrogen-charged Monotube units, with piggyback reservoirs and oversized 36mm pistons for more consistent damping action. This same suspension package was available last season as a $1500 option. The XR1200X retails for $11,799, just $1000 more that the standard XR1200 it will replace in 2011, making it a bargain, too.

The Nissin four-piston front brake calipers are unchanged from last year, but the 292mm rotors are now fully floating for increased stopping force. Braking power is better but still only adequate for truly aggressive riding, and the rubbery brake lines are prone to swelling after a few hard laps. Radial-mounted calipers would be a worthwhile upgrade for this big boy, as would a slimmer, adjustable brake lever that's more conducive to one-finger braking.

We ran a modified version of Road America's legendary, 4-mile layout, deleting the long front and middle straights to concentrate on the tighter, more technical back half of the course. This altered layout highlighted the revised XR's handling prowess without drawing undue attention to its lowly 125-mph top speed. It's a brave OEM that chooses a racetrack debut for a 550-pound streetbike, but to Harley's credit, the XR-X negotiated the road course remarkably well. The engineering team did an excellent job of juggling the XR's geometry to deliver a surprisingly neutral-handling and agile machine, with none of the floppy turn-in or mid-corner wallow you would expect from a bike with a 60-inch wheelbase and 29 degrees of rake.

Give credit to the upgraded Showa suspension for keeping what could be a runaway train firmly under control. Run the XR-X hard into Road America's famous Canada Corner and the firmer Big Piston Fork resists bottoming and reduces forward weight transfer, providing vastly more predictable, controlled corner entries. More reactive damping at both ends pays dividends in fast spots like the long and bumpy Carousel, and helps keep the Sportster chassis, with its rubber-mounted engine/swingarm assemblage, from tying itself into knots.

Specially designed Dunlop Qualifier D209 tires-"painstakingly developed" for this bike-provide more than enough grip, and quickly reveal limited cornering clearance. Footpegs touch early and often, followed by the kickstand on the left and the exhaust on the right. "It sounds like a frickin' machine shop out there," commented one photographer after the first track session, as we all did our best to improve on Harley's claimed 40 degrees of cornering clearance by grinding the footpegs away a little at a time.

Ride away from the track, however, and those low, rearset pegs and wide, dirt-track-bend handlebars describe a commanding riding position that's perfect for spirited street riding. And the backroads really are where this bike belongs, despite the race-ready Showa suspension, the racy XR prefix and all those stripped-down doppelgangers competing in the new AMA Vance & Hines XR1200 spec racing series. Harley-Davidson can crow all it wants about racing heritage and race-bred performance, but the XR1200X is fundamentally a streetbike-and a very satisfying one at that.

tech
SPEC
Evolution
Last year's XR1200 with the optional, fully adjustable Showa suspension now standard.

Rivals
Air-cooled sporting standards like the Ducati GT1000, Moto Guzzi V7 Café Classic and Triumph Thruxton.

TECH
Price	$11,799
Engine type	a-c 45-deg. V-twin
Valve train	OHV, 4v
Displacement	1200cc
Bore x stroke	88.9 x 96.8mm
Compression	10.0:1
Fuel system	EFI
Clutch	Wet, multi-plate
Transmission	5-speed
Claimed horsepower	91.0 bhp @ 7000 rpm
Claimed torque	74 lb.-ft. @ 4000 rpm
Frame	Tubular-steel double-cradle
Front suspension	43mm Showa inverted fork with adjustable spring preload, compression and rebound damping
Rear suspension	Dual Showa shocks with adjustable spring preload, compression and rebound damping
Front brake	Dual Nissin four-piston calipers, 292mm discs
Rear brake	Nissin one-piston caliper, 260mm disc
Front tire	120/70ZR-18 Dunlop Qualifier D209
Rear tire	180/55ZR-17 Dunlop Qualifier D209
Rake/trail	29.0°/5.2 in.
Seat height	29.2 in.
Wheelbase	60.0 in.
Fuel capacity	3.5 gal.
Claimed dry weight	551 lbs.
Color	Black Denim and White Hot Denim
Available	Now
Warranty	24 mo., unlimited mi.

Contact
Harley-Davidson Motorcycle Company
3700 W. Juneau Ave.
Milwaukee, WI 53201
414.343.4056
www.harley-davidson.com

Verdict 4 stars out of 5
Same stylish looks and all-around performance as the XR1200, but with better brakes and suspension.

SOUND REASONING SILENCES N.H. NOISE ORDINANCE by Bill Bish AIM/NCOM

Although North Hampton, New Hampshire voters approved a noise ordinance in May that prohibits motorcycles without an EPA sticker from being operated or even parked in town, a lawyer for the federal agency has expressed that just because the U.S. Environmental Protection Agency requires a label on all motorcycle mufflers indicating the noise the vehicle produces does not exceed 80 decibels doesn't mean a municipality has the authority to enforce that noise level.

"The Noise Control Act (NCA), which authorizes EPA to enact noise control regulations, states that 'nothing in this section precludes or denies the right of any state or political subdivision thereof to establish and enforce controls on environmental noise,” wrote EPA Senior Assistant Regional Counsel Timothy Williamson in an Aug. 31 letter to North Hampton Town Administrator Steve Fournier. "However, neither does it grant localities any additional authority to control environmental noise beyond that available to them under state and local law."

"The ordinance basically bans motorcycles from the town if they do not have an EPA label on their exhaust system even though the motorcycles comply with the state's noise level limit of 106 decibels," said Seacoast Harley-Davidson in court papers challenging the new law.

Even the town’s own legal counsel has indicated the ordinance is unenforceable, saying that the state has already determined the appropriate noise levels for motorcycles and that the town, therefore, does not have the option of creating its own more restrictive noise ordinance.

That opinion was clearly reiterated in Williamson's letter on behalf of the EPA. "Thus, neither the NCA nor the regulations in Part 205 (of the EPA code) grant municipalities the authority to enact or enforce ordinances that supersede any limitations on their authority under state law," he wrote.

Town officials decided not to fight the Harley dealer’s request for a preliminary injunction against the enforcement of the noise ordinance. "The ordinance will remain unenforced until we have a hearing," Fournier said, indicating that the town’s new noise ordinance will not be enforced until after the judge issues a ruling on the matter.