Harley-Davidson 1870 Tri Glide Ultra FLHTCUTG 2025 — Specifications

Who, in 2025, still dares to produce a factory trike? Nobody, except Harley-Davidson. The Tri Glide Ultra FLHTCUTG occupies a niche that the Milwaukee manufacturer literally created, then abandoned, then resurrected. Between 1932 and 1973, the American firm was already assembling three-wheelers. The return to production dates back to 2009 stateside, and it wasn't until 2014 that the machine finally landed on the French market. A bold commercial gamble, especially given the total absence of direct factory-built competition.

Let's talk about size. At 561 kg fully loaded, the Tri Glide Ultra weighs more than a small utility vehicle. Its width dwarfs that of a Gold Wing 1800, and its two rear wheels fitted with 205/65-15 tires — a pure automotive format — set the scene. The tubular steel double-cradle frame handles this mass without flinching, while the 49 mm telescopic fork absorbs road imperfections with 117 mm of travel. The braking matches the logic of the weight: two 300 mm discs clamped by four-piston calipers up front, a 270 mm disc at the rear. All interconnected, with ABS and cornering electronic management. Harley doesn't mess around with safety on this machine, and that's a good thing given the kinetic energy involved.

Beneath the Batwing fairing sits the Milwaukee-Eight 114 in Twin Cooled configuration, partially liquid-cooled. This 45-degree V-twin displacing 1868 cc produces 83 hp at 4750 rpm. Modest on paper, but the real selling point lies elsewhere: 156.9 Nm of torque available from just 3000 rpm. With a 102 mm bore, a 114 mm stroke, and four valves per cylinder, this engine isn't chasing outright performance. It favors smooth roll-on power, a steady rumble, and the ability to haul over half a ton with no apparent effort. The six-speed gearbox and belt drive complete a package calibrated for devouring miles, not clocking them. The 0 to 100 doesn't appear in any brochure, and nobody asks for it.

On the equipment front, the Tri Glide Ultra stacks technologies born from the Rushmore project. Boom GTS multimedia system with touchscreen and Apple CarPlay compatibility, Daymaker LED headlights, One Touch opening for luggage and compartments, H-D Connect connectivity to monitor the machine's status from a smartphone. The RDRS electronic rider aids cover cornering traction control, linked cornering braking, and drag-torque slip control. You also get an electric reverse gear, a parking brake, and a 124-liter King Tour Pak trunk. The spec sheet reads more like that of a grand touring car than a two-wheeler. Makes sense: the Tri Glide isn't a two-wheeler.

The downside of all this excess? Lean angle, quite simply nonexistent. The Tri Glide doesn't lean, it turns flat. Riding it demands a complete adjustment, even for an experienced motorcyclist. The low seat, set at 735 mm from the ground, makes static handling easy, but dynamic riding remains a learning curve all its own. The 22.7-liter tank limits range on a machine that drinks without restraint. And then there's the price: 46,295 euros. A figure that places the Tri Glide Ultra alongside certain premium-segment cars rather than other motorcycles. Its major asset remains the ability to ride it with a standard car license, opening the door to enthusiasts who never obtained a motorcycle license. For them, and for riders who no longer want to put a foot down, the Tri Glide Ultra remains a one-of-a-kind proposition. Not necessarily rational, but one of a kind.