In 2009, in the midst of the recession (or “economic downturn,” if you prefer), executives at Harley-Davidson Motor Company had an epiphany: Just because it’s not broken doesn’t mean it can’t be fixed.

Last weekend at its annual dealer meeting in Denver, Harley-Davidson pulled the wraps off the culmination of that enlightenment: Project Rushmore, a top-secret institutional overhaul that caught even most of its dealers by surprise. On Monday, in a flurry of press releases reported here on, Harley announced vast revisions to its Touring line, including a new batwing fairing featuring a state-of-the-art “infotainment” system and a new Twin Cam engine with precision liquid-cooled cylinder heads. Other press releases touted improvements to the Sportster line and a revamped Fat Bob.

Rush, More

The focus of Project Rushmore goes far deeper than just refinements to Harley-Davidson motorcycles. More of a philosophy of production than a line of new products, Project Rushmore entails having a customer-led focus on the products the company creates, making those products better and getting them into the hands and between the legs of its consumers quicker than ever. Recognizing Harley-Davidson’s status as a true icon of American industry, the company knew that it could rely on its fervent and dedicated fan base to push its products to their best, and as a result of numerous worldwide focus groups has reimagined and restructured its entire product development process to inject 21st century ideas and technology into its 110-year old brand.

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Harley-Davidson COO Matt Levatitch

“We have a responsibility to be great,” COO Matt Levatitch told the assembled press. Referring to Project Rushmore, he added, “We left nothing in the tank.”

Harley wanted to be faster to market, so it has streamlined its design and manufacturing to ensure products will make it from concept to reality within three years. Harley has also committed to be more innovative and more technologically focused, implementing exacting engineering requirements on all concepts throughout the production process. As a result of these refinements, H-D claims it now has 30% more production capacity than it did just three years ago, ensuring the company will be able to produce more – and better – products, and get them to the customer more quickly.

So that’s what Harley-Davidson means by “Rushmore.” But what does it mean to the rider? Going forward, it means enthusiasts can expect the effects of Project Rushmore to resonate throughout the H-D product line. For 2014, though, it starts with a reinvigorated line of Touring motorcycles.

Built For The Long Haul

Although it would never admit it, surely Harley felt the pressure of the technology being developed and utilized so effectively by the competition, and decided to bring its Touring bikes up to 21st century snuff. First and foremost, that meant updating the rider interface with modern accoutrements. From the saddle of Harley’s faired tourers including the Street Glide, Tri-Glide trike and new Ultra Limited (basically all but the Road King), the first evidence of this new approach to tech is front and center, in the phenomenal Boom! Box infotainment system.

2014 Harley-Davidson Boom! Box

The Boom! Box infotainment system pumps out crisp, clear sound with, according to Harley, only a 1% distortion rate. It’s by far the best-sounding motorcycle audio system this reporter has ever encountered. Mercifully, the CD player has finally gone the way of the CD in 2014. Optional 6.5-inch speakers and 75-watt amplifiers are available.

A full-color touch-screen navigation, communications and audio system, the Boom! Box was developed in conjunction with longtime Harley partner Harman-Kardon. It features the industry’s first voice-command control, meaning with the proper headset and microphone the rider (or passenger) can ask the GPS for directions, make or answer phone calls and select and/or adjust music just by speaking. Conveniently, a rider can also choose to have GPS and phone audio directed into helmet-mounted speakers while his music still pumps from the fairing via the 25 watts per channel audio system.

2014 Harley-Davidson Boom! Box Navigation

In addition to its nav and comm systems, the Boom! Box plays any iPod/Phone or MP3 device via jack or Bluetooth, as well as AM/FM/WB, plus optional XM satellite radio.

For those who don’t want to wear a mic/headset, the Boom! Box has a full-color screen. Better, each handgrip console sports a small thumb-activated joystick that allows the rider to scroll through its functions, including displays of whatever valuable vehicle info that’s not shown on the gauges or odometer (air temp, oil pressure, tire pressure monitor where equipped, etc.), without removing hands from the grips. It comes stock in a 4.3-inch version, or you can get a brilliant 6.5-inch model that boasts a nifty touch screen that’s easily actuated with gloved fingers. The big screen is optional on the Street Glide and Electra Glide Ultra Classic but comes standard on the Street Glide Special, Ultra Limited and Tri-Glide.

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All in all, it works so well, so intuitively, everyone in attendance in Denver gushed over its performance and interface. By any yardstick, the Boom! combines what are likely the best audio, comm and nav systems we’ve ever encountered on a motorcycle into one standard unit. Genius.

If you’re not a “techie” touring rider, well … sorry kid, but you’re in the minority these days. Look, the tech in effect on most 2014 touring motorcycles is here, and it ain’t goin’ anywhere. So if you want a new Harley tourer but are wary of “infotainment,” you have three options: A) Shut the Boom! Box off and try to ignore its presence (good luck); B) Accept it and learn how to make it work for you (easy enough); or C) Buy a Road King (totally cool).

2014 Harley Davidson Hand Controls

The hand controls on the Touring bikes are far more intuitive than in the past, even with the addition of joysticks. The Cruise Control actuation has been reduced to a single toggle and repositioned to the left handgrip. Still works flawlessly.

Stylistically, enhancements to the Touring line range from the aesthetic to the practical, and do a fine job of achieving improvement in both areas. The batwing fairing that encases the Boom! Box looks different – and the reasons for that upgrade serve both its appearance and performance. Its nose has been elongated to provide more of a brow over the headlight and a less stubby look than its predecessor. But that lengthening also serves to drive air up the nose and into the new “splitstream” vent just under the windscreen, which provides a massive reduction in buffeting by force-feeding air to into the pocket created by the fairing.

2014 Harley Davidson TR3_1529

The difference between opening and closing the splitstream vent, actuated with a large mechanical (not electric) button on top of the dash, is astounding.

Taller riders will still likely experience a bit of turbulence, but at 5’11” I couldn’t imagine a scenario when I’d want the vent closed; perhaps in a downpour, but I didn’t have a chance to test that theory. The redesigned batwing is standard on all the new touring models excepting, of course, the Road King.

2014 Harley-Davidson Tour Pak

The TourPak was redesigned to slant forward, providing a 1 ½” increase in seat width and a far more comfortable seating position for the passenger. Even the armrests were redesigned for comfort. Body molds near the lower third of the topcase and fairing improve their sleekness without sacrificing capacity or function.

But these improvements pale in comparison to what’s easily the simplest yet most significant upgrade to the entire line of 2014 Harley Touring bikes: H-D has finally ditched the unwieldy, unintuitive, inconvenient and downright obnoxious outside-mounted latch system on its saddlebags and replaced it with a large, one-touch lever that allows the rider to remain in the saddle while accessing the contents of the saddlebag. Hallelujah! No more getting off the bike and lining up two distinct pieces to get them to seal. The lid opens easily, hinges outward and shuts and latches with a seal you can feel, all from the saddle of the bike. No electronics. No clunky components. No B.S. Simple, elegant, and effective, it’s a 110% improvement over the former system and, to be sure, better than most current OEM saddlebag latching systems.

2014 Harley-Davidson Saddlebag Latches

Harley claims Project Rushmore requires it to be “customer-led” in all facets of concept and production; the MoCo certainly acquiesced to its fan base here. The new saddlebag latches are a revelation in design and function.

Mechanically, upgrades to the 2014 Touring line are numerous. Throughout the line, the forks were increased nearly 6 millimeters to 49mm in diameter, providing a stiffer, more stalwart ride. The clutch is now hydraulic, eliminating cables and providing improved performance and lighter feel over past Harleys.

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The new linked brakes are a wonder. Vastly superior to previous Harleys, the stopping power is more than enough for bikes of this size. The ABS is not jarring or clunky when activated, and the linked function mercifully disables itself below about 25 mph, so slow-speed maneuvers like dragging the rear brake through tight canyon turns present no problems.

2014 Harley-Davidson Ultra Limited Headlights

All the new Touring bikes get new, improved headlighting. The Road King and both Street Glides receive a dual halogen headlamp, while the Ultra Limited (shown) and Electra Glide Ultra Classic get the extremely effective Daymaker LED headlamp and fog lamps.

Heart Of The Matter

Okay, we’ve put it off long enough. The biggest development from Project Rushmore is the unveiling of the new High-Output Twin-Cooled Twin Cam 103 engine, and a 110-c.i. version that’s available only on the CVO Limited. It’s a big, beautiful piece of machinery. Drowned in the hoopla, however, are a couple of key points.

2014 Harley-Davidson Cooling

The new Twin-Cooled Twin Cam 103 circulates coolant around the exhaust ports of the cylinder head and uses electrical fans in each fairing lower to shed coolant heat.

First of all, the liquid cooled V-Twin is a rather exclusive item. It comes only with the top-of-the-line Electra Glide Ultra Limited and the Tri Glide Ultra. It’s not available on Harley’s most popular motorcycle, the Street Glide, or its new Special sibling; nor does it come on the Road King or even the faired Electra Glide Ultra Classic. Of course, it’s also not (yet) offered on any of the bikes in any of the other Harley lines that have yet to benefit from the Project Rushmore approach, such as the Softails or Dynas. And it’s not available as an option.

2014 Harley-Davidson Twin Cam 103 Engine

The Twin-Cooled Twin Cam is a fairly simple dual-radiator system that flows coolant to where it’s need most: the heads. Unfortunately, the rider doesn’t feel the benefits of its cooling effects.

So despite the tidal wave of noise from the MoCo about Project Rushmore, its most-ballyhooed offering is available in just three motorcycles in 2014. And one of them’s a trike.

More disconcerting is that much of that noise appears to be a lot of hot air. Whatever benefits the Twin-Cooled system delivers don’t affect the ride in any significant way. From the saddle, it’s not noticeably cooler; Parade Mode still kicks in under super-hot conditions, shutting off the rear cylinder, and the motor still roasts the rider’s right leg and, after a while, rump.

2014 Harley-Davidson Electra Glide Ultra Limited

While some riders present claimed a very, very slight heat decrease in stop-and-go August traffic, the only real discernible advantage of the Twin-Cooled Twin Cam was that it shed its heat faster post-shutdown.

Number two, while Harley claims the new High-Output Twin Cam (liquid-cooled or not) produces 5-7% more power and torque, we couldn’t really feel it. Granted, we were in the Rockies, riding anywhere from 6,000 to 10,000 feet in elevation; still, the fuel-injected TC103 was underwhelming, particularly in the twisties. Granted, bikes such as these aren’t made for throwing around, but canyon-carving should be a blast on most any motorcycle, especially a bagger such as a Street Glide. Too bad it’s not as much fun on the 2014 Harley-Davidson tourers as we hoped. We can only imagine the kind of kick some fresh pipes and a breather kit might deliver.

2014 Harley-Davidson Road King

At $18,249 it’s the most affordable Touring Harley. But the 2014 Road King wasn’t on the receiving end of much of Project Rushmore’s high-tech gadgetry, although it did receive the new hand controls, 49mm forks, headighting, saddlebag latches, front fender and linked ABS.

There’s no reason the Twin-Cooled Twin Cam 103 shouldn’t contribute long-term mechanical benefits like longer oil and gasket life, fewer valve and ring jobs, extended service intervals, etc. However, on the pavement and from the saddle, the advantages of the new liquid-cooled motor are negligible at best, and the grin factor – and, curiously, the trademark Harley ass-rumble – provided by any of Twin Cam 103s seemed sadly subdued.

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Still, the ride quality aboard any of the 2014 Harley-Davidson Touring machines is precisely what you’d expect: steadfast and sure, particularly on the avenues and the interstate. The appropriately-named Road King is the monarch of the Touring line. It doesn’t benefit from a fairing or the killer new audio/comm/nav system, but that’s alright; with the Road King, you know what to expect, and the King delivers.

It’s easy to see why the $20,399 Street Glide is the best-selling bike in the entire H-D lineup; it provides wind protection and the convenience of cargo space while still maintaining a cool profile and attitude. Its fairing-mounted, half-moon mirrors are easily the best in the Touring line.

2014 Harley-Davidson Street Glide Special

The new Street Glide Special is essentially the same bagger but more fully equipped, with the larger Boom! Box 6.5GT system, gloss black inner fairing, CVO-style adjustable rear shocks and alternate wheels. It costs $22,499.

It’s hard to imagine the super Glide will cede much of its segment domination to the new Indian Chieftain, and the addition of the infotainment (gawd I hate typing that) system certainly gives the Street Glide a leg up. Still, we can’t wait to shoot ‘em out.

2014 Harley-Davidson Ultra Limited

At nearly 900 pounds wet, it’s a beauty of a beast, but the Ultra Limited can hold its own in the premium touring motorcycle market.

The new Ultra Limited stakes its claim among the finest touring motorcycles currently in production, and with an MSRP starting at $25,899 it’s no wonder. The LTD features the larger touch-screen, excellent wind protection, accessory plugs for rider and passenger, individually heated seats as well as grips (with a nifty bar-end dial thermostat) and everything else the touring rider could want. And with the Boom! Box, it’s got better electronics than any other touring bike on the market.

Bottom Line

Harley-Davidson execs called Project Rushmore the “most significant new product launch in our 110-year history,” but swallowing that hyperbole as fact is to shotgun the Harley Kool-Aid. The fact is, trailblazing motorcycles like the Nightster and Street Glide are few and far between. More often than not, we get highly stylized bikes such as the Cross Bones and the XR1200 that arrive at the showroom just as their respective bandwagons are leaving the station. We like the concept of Project Rushmore though, and are optimistic its production processes will combine with increased customer input to deliver not only motorcycles but parts, accessories and gear that react to trends faster and get to market quicker.

2014 Harley-Davidson Street Glide Special

Because of slam dunks like the Boom! Box system, we’re excited for what Project Rushmore can mean for Harley-Davidson, particularly as it relates to the Dyna and Softail lines in years to come.

Here’s hoping the suits at Harley-Davidson never lose sight of what makes motorcycling great, and what makes its brand particularly unique: the visceral rush of performance, and an innate understanding that Harley-Davidson truly belongs to the folks who own, ride and love its motorcycles. And all the infotainment in the world ain’t gonna change that.

Click here to see our complete 2014 Harley-Davidson touring motorcycles gallery

Related Reading
Harley Announces Project Rushmore, Revamps 2014 Touring Line
Harley Reveals Twin-Cooled Engine With Liquid Precision Cooling
2014 Harley-Davidson Sportsters receive ABS And Keyless Security Options
2014 Harley-Davidson Fat Bob Receives Dark Custom Makeover
2014 Indian Chief, Chief Classic, and Chieftain Review

  • Kevin

    At 10,000 feet (ie. the Eisenhower tunnel on I-70) a naturally aspirated engine can only make 50% of the power the same motor can make at sea level. It really isn’t a surprise you couldn’t sense any difference in power as at that altitude there is only about 2 1/2% in total difference. The H-D website implicates the new braking system to be an active system that is linked in both directions and can adjust front/rear braking bias as conditions demand. Did you sense any condition where the system seemed to be adjusting the bias? One more question (this one for Harley), if you really left nothing in the tank, where the hell is the traction control?

    • Jon Langston

      Good question, Kevin. Fact is, I didn’t notice any bias at ALL in the linked brakes- – the sign of a fine system. – JL

    • Kevin Duke

      The general rule of thumb is about a 3% performance loss per 1000 feet.

      • Kevin

        The rate is not consistent. It has to do with the density of the air which compresses under it’s own weight, the higher you go the less air there is to compress the air under it. Any general rule of thumb therefore is useless. At 10,000 ft. the air is only half as dense therefore there is only half as much oxygen in any given volume (such as a combustion chamber). With only half as much oxygen the engine can burn only half as much fuel in the chamber ergo it can only make half as much power on each power stroke. This density problem is even more problematic for motorcyclist. Thin air cannot pick up and remove as much heat from engines and brakes as denser air can (Drum brakes are especially problematic at high altitude). The engine loses compression at high altitude resulting in less compression effect for braking adding to the work (more heat) the service brakes must perform.
        Being from Colorado, I can tell you we have long been unhappy with being ignored by most manufacturers for the extreme conditions we live and ride in. The technology to deal with these and other conditions (sudden snow squalls are a year round threat in our mountains) has long been available but the technology trickle down to different types of motorcycles has taken too long and is a long way from being where it should be. There is no better way to enjoy these mountains than on a bike, hey, just like California, right? We want to ride too.

        • Kevin Duke

          You are correct that it’s air pressure, not altitude on its own, that affects performance. But if, as you say, a general rule of thumb is useless, then how can you say that an engine has 50% less power at 10K feet? And what is this tech you speak of to deal with altitude? EFI only adjusts fuel mixtures to suit air pressure, and it’s on practically every new motorcycle.

          • Kevin

            The next time you are at 10,000 feet take a gauge that reads in PSIA (pounds per square inch absolute), what you will discover is that the air pressure at that altitude is approximately 7.35 psia or 1/2 of an atmosphere. One atmosphere is approx. 14.7 psia or 0 psig (pounds per square inch gauge). The reading is approximate because it is affected by barometric pressure. Or call NOAA and ask to speak to a meteorologist maybe he or she can explain it better than I have. As I have already explained how the engine makes 1/2 as much power with half as much oxygen to burn in any given volume try substituting half as compressed for “half as dense” in my 4th sentence and see if it makes more sense to you.

          • Piglet2010

            A turbocharger with a waste-gate is the typically way to maintain power with altitude increase (as commonly seen in general aviation). But of course, turbocharged bikes have other issues.

  • Piglet2010

    The “Harley Kool-Aid” still seems to be the only reason to choose any on these bikes over the competition – the still lack adequate rear suspension travel and cornering clearance, competitive power to weight ratios, and overall basic motorcycle functionality of bikes from BMW, Ducati, Honda, Indian, Moto Guzzi, Triumph…. And riding the motorcycle should be sufficient entertainment by itself without electronic gee-gaws. Finally, much of H-D’s internal change was by crushing their labor force – but the savings went to executive salaries and profit, and not more reasonable prices to the consumer.

    • John A. Stockman

      Man, finally someone else that can speak the truth. (Applause) I thought this new “Rushmore” project would eliminate the toaster-oven on my a$$ and thighs, plus the rear cylinder retains the shut-down program because it STILL gets too hot? Wow, what an upgrade. Still-poor suspension performance, not enough real-world lean angle so you can swerve if you encounter an obstacle in a corner doesn’t sound like improvements to me. You don’t need to go fast or hustle through corners to need enough lean angle for evasive actions. How many times have you came upon something coming at you over the center line in a turn, or found something in the road (lumber, furniture, diesel, sand, anti-freeze and dead animals are a few things I’ve encountered), that required a change of line? I’ve ridden more than a couple Harleys that levered the tire off the tarmac in these situations…and I was dawdling, enjoying the curves. A friend’s Road King was one and two different Sportsters, an 883 and the 1200. Having all your weight on your tail bone might feel great/cool in the showroom, but on the road it’s brutal. Oh yeah, I “don’t get it”, or “you’ll never understand if you have to ask…”. Yes, yes, the usual Harley BS. I DO understand because I ride motorcycles. I “get it” because I’m a motorcyclist; that makes me the “real deal”, and it matters not what brand I ride. How long did it take them after decades of complaints, to upgrade the big-twin chassis? At least I can ride an FL w/o feeling like it has a hinge in the middle when going around a corner. Lot’s of attention paid to the stereo and info screen, how about doing something about the heat that still roasts my right thigh? Naw, let’s roll out a bunch of marketing-yak-yak, hyperbole and the usual faithful-oriented blah-blah. A company with this history can embrace their past, but don’t get stuck there and then tell me you’re moving towards the future when you still can’t give me decent suspension, more than 25 degrees of lean angle and a rear cylinder that doesn’t need to shut off. But it still BBQ’s my leg. Great progress! We haven’t even got to company decisions/practices regarding the labor force and how much $$$ went to higher-ups in the company. I love all bikes and I’d love nothing more to see some great progress from our own American motorcycle company. I thought the V-Rod and Buell would help to change that, but look what the management did with those opportunities.

      • Bmwclay

        Sounds like you outta check out the new Indians.

      • Jack Nelson

        The current Road King has lean angles of 32 degrees left and right. If you are doing avoidance maneuvers and using more than a few degrees lean angle you better be in a big parking lot or you’ll be off the pavement. Granted the legs get a little warm, but it’s not a problem unless stopped in traffic for a while. Air flow when riding dissipates the heat very well. I ride in New Mexico and even in the summer it’s not that bad. You have to understand that the people who buy H-D’s do so because of what they are. If I wanted a crotch rocket that’s what I’d buy. I choose Harley because of the nostalgia, the sound, the feel, the looks, and seating position. I don’t want to be lying down on the gas tank with my head tilted up hurting my neck with all my weight on my arms trying to go fast enough for the airflow to hold me up. And my Fat Bob handles the mountain twisties just fine. I have owned many bikes, even go-fasters in my youth, and I prefer the Harley.

  • Ken Springhetti

    Harley makes brand new antique motorcycles. After years of riding BMW’s and inline 4 sport bikes, I bought a Road King. It is EXACTLY what I expected it to be, a comfortabel stylish cruiser. It is meant to appeal to those who want to gaze upon an old-school bike. Measuring it against a sport bike or a Gold Wing is apples and oranges. If Harley didn’t make them, someone else would. The improvements are more like incremental refinements made without fundamentally changing the form.

  • Rod Rezvani

    some of the info in this article are incorrect. The infotainment screen is not capable of TPMS reception or display. The Bluetooth on the system is for reception only & will not transmit to a Bluetooth headset/hemet

    • Jonny Langston

      Rod – Perhaps I wasn’t clear. The 6.5-inch system does indeed allow you to scroll thru to a screen that shows engine vitals, inc info from the Tire Pressure Monitoring System.
      The stock 4.3-inch Boom! Box requires a wired headset.

      • Bob

        Why can’t Harley provide a fully integrated Bluetooth package. I hate the wire.

  • Bain Dramage

    Star (Yamaha) makes a much better V-Twin.

    • Guest

      Oh yea, much better casette player. Give me a break.

  • Russ_T

    Meh. I’m not gonna pay Goldwing prices for a Goldwing wannabe that’s inferior in every way except for in “image” or “mystique” or “soul” or whatever substitute for motorcycling The Motor Company has been selling these past 20 years. And Boom! Box is genius? If that’s the case, a $50 handlebar mount for my Nexus 7 is a freakin’ revelation from the Almighty.

  • Russ_T

    I want to like Harley-Davidson. I really do. I would pay the Harley premium if their motorcycles were better than…hell…even equal to, their competitors’. But they’re not.

    So here’s what The Motor Company offers instead: A brand. An orange and black shield on a plethora of overpriced merchandise. That, and an annual pilgrimage of drunk and disorderly overweight semi-nude senior citizens. Thing is, I can have that Sturgis-like experience by riding my old V-65 Sabre to my family reunion, and they won’t ridicule my ride or say inane things like “if you have to ask, you wouldn’t understand.”

  • frankfan42

    Is it me or is that almost an exact copy of the BMW set up on the new GS? I guess similar engineering solutions for similar issues. Why is BMW able to get so much more power out of their engine than Harley though?

    • Jon Langston

      Plz don’t take my word for it, FrankFa n- as I tried to make clear in the article, we were riding at pretty extreme elevation, so a bit of power loss was to be expected. It was just much more than I anticipated
      Ride it yourself and let us know what you think…

    • Rice hater

      At the expense of constant maintenance and complex repairs. The proven ohv and pushrods work great. Look at the dodge hell cat with pushrods, it just screams. Have em up the power on the h.d.if you need more. Lots of us are running 110 hp and up. Some at 150 to 160 hp but that’s an accident waiting to happen. Ride safe ……

  • Vince

    I rode a 2014 street glide S liked it got what they are doing,and who they are doing it for.I ride a 2010 roadglide the new chassis rips the wis kettle moraine twisties up.With the mods I’ve done, dealer service, and products I really like my bike and have no reason to trade for a 2014.If I needed a new bike and was shoping I would not hesitate to buy one. My wife rides a 2011 street glide,she rode a 14 like the improved lights, controls, braking and Nav, yet she is in no rush to change.Milwaukee was a blast and a big success.

  • BigJames

    I traded in my Road King that was less then 2 years old for a Ural. Kept my ’88 FLHS with 229K on it. ‘Nough said?

  • Mike deVroede

    Last Saturday I was fortunale enough to take a spin on the new 2014 Limited. I was very impressed with the new 103 Twin Cooled motor. It was around 100 degrees out and Orange County Harley was having a demo day. The bike was running almost all the time all day long. Our ride was at 1:30pm so the bike had been running a good long time. The bike ran great in the100 degree weather running a 12mile loop over and over again. Felt much cooler than my 08 Ultra Classic. Even though the styling of the previous dashboard has an awesome look to it, you can’t beat the technical advantages of the new Limited’s Dashboard, with the Infotainment system, giving you GPS, Bluetooth, Full MP3 control and Voice activated commands ALL Standard on the Limited and CVO. The bike ran smooth and my wife praised the passenger room. She was pleased that platform raisers were not required and the crash bar around the side boxes did not hit the back of her legs. Big plus. We didn’t get it over 65 mph so I can not comment on the new faring buffeting because that never seemed to be an issue until you were going over 75mph. Overall rating A+.

    Would love to upgrade today, but I am going to have to wait. Hope that sometime this year I can update my review of the Limited as I put miles and miles on my own. For now I’ll just say I can not wait for my own Limited to explore the open road.

  • harleyglide

    I will stick with my older model thank you.This new high end bike is for the wine and cheese crowd.Dont compare lookalikes to the original,by the way BMW are butt ugly saddle bags look like two lunch pails.

  • ScottBourne

    I generally assume the Harley Haters re folks who just can’t afford a Harley – but I digress…

    I just bought my first Harley – a 2014 Street Glide. I’ve been riding 40+ years and this is my first. So I can hardly be called an HD “kook-aide” drinker. But some of the comments below just don’t seem to be related to any experience I have had – and I’ve had plenty.

    I bought a Victory Cross Country. I put 114 miles on it and hated it. It was gutless. It had no character. And the dealership treated me like crap. I went to trade it in and found it lost 50% of its value the nanosecond I drove it off the lot. So there goes Victory.

    I tried the Honda – including the new one. The riding position is NOT comfortable for me personally and it seemed like selling a cruiser was an annoyance at the local Honda store where they cared more about pocket rockets.

    I test drove the new Indian Chief Vintage. It was my close second favorite but since it’s from Polaris – I assume it will suffer the same problems as the Victory – i.e., just not worth anything after you go to trade it in. And it’s an untried unknown quantity.

    When I went to the HD store in Vegas I was treated like a king. And getting on the Street Glide changed everything and made me a believer. i said some of the same things I see below before I ever rode a Harley. So I think most the people hating on Harley just don’t know what they are missing. But ride what you like. I like my Street Glide.

  • harleygwr

    Great lookin bike i would buy one after they get the kinks out of it.Maybe next year i will trade up !My glide while older still runs like new .My only beef to many electronics you dont need all that garbage.

  • Dan Hammack

    They added water cooling, but not enough to eliminate the stupid shutdown of the rear cylinder when hot. That just seems an epic fail to me.

    • Kevin Duke

      The price paid for keeping it looking air-cooled…

  • ggates1963

    I bought an 07 FXD new and still have it… i have done over 70,000kms on it and its been easy to ride goes ok and for what it is comfortable. Its most hi tech attribute is a speedo… simple and love it.
    4 weeks ago I bought a TK and love it. The rushmore tech is fun on a trip ( actually fun around town too!) I intend to ride around Australia on it – and cant freaking wait! I did have a couple of minor tech issues when I first picked it up and its sorted now. Great bike cant to do 70.000kms on this one as well…. I have the best of both worlds

  • Learning curve on the Boom Box everyone. Here is a GREAT resource for learning the Boom Box System!