Harley-Davidson 1870 Tri Glide Ultra FLHTCUTG 2019 — Specifications

Who, today, can claim to produce a factory-built trike? Nobody, except Harley-Davidson. The 2019 Tri Glide Ultra FLHTCUTG occupies a niche the Milwaukee manufacturer knows well, since the firm assembled three-wheelers without interruption from 1932 to 1973. After a long hiatus, the model resurfaced stateside in 2009 before landing on the French market five years later. A commercial gamble as much as a nod to heritage.

On the scales, the Tri Glide tips 564 kg wet. We're talking about a machine nearly 50% wider than a Gold Wing 1800, built on the Electra Glide Ultra Classic platform with a dedicated rear end shod with 205/65-15 tires — two car wheels, in other words — and a 124-liter King Tour Pak trunk. The steel double-cradle frame absorbs the load without flinching, but don't expect to carve tight corners. Leaning into turns is physically impossible; that's the flip side of total low-speed stability. To maneuver this ocean liner, Harley has provided an electric reverse gear and a parking brake. Equipment more commonly associated with a sedan than a two-wheeler, and that's precisely the point.

The beating heart of this 2019 version is the Milwaukee-Eight 114 in Twin Cooled configuration, partially liquid-cooled. This 45° V-twin displacing 1868 cc produces 88 hp at 5,020 rpm and, more importantly, 161.8 Nm of torque from just 3,250 rpm — a notable improvement over the former 107 engine. Four valves per cylinder, a 10.5:1 compression ratio, a 102 mm bore and 114 mm stroke: the powertrain clearly favors mid-range response and effortless acceleration over chasing high revs. The six-speed gearbox and belt final drive do the rest. Claimed top speed is 170 km/h, which seems almost anecdotal given the beast's vocation.

On the electronics front, the 2019 model year marks a genuine step forward. The Reflex linked braking system integrates ABS, TCS traction control, and DSCS drag-torque slip control. Two 300 mm discs gripped by four-piston calipers up front, a 270 mm disc at the rear: the setup inspires confidence despite the mass to be hauled down. The Premium suspension, inherited from the Touring range, gains in effectiveness. The 49 mm telescopic fork offers 117 mm of travel, just enough to iron out imperfections without turning the steering to mush. The BOOM! GTS infotainment system, with its more responsive screen, Apple CarPlay compatibility, and revamped navigation, rounds out an already lavish standard equipment list: Daymaker LED headlights, ventilated Batwing fairing, and One Touch latches on all storage compartments.

Then there's the matter of the wallet. At €39,650, the Tri Glide Ultra sits above most high-end touring motorcycles. The target audience is clearly not the casual weekend rider: it's aimed at long-distance touring enthusiasts, often experienced, who seek absolute comfort and the originality of a no-compromise three-wheeler with impeccable fit and finish. A detail worth noting: the Tri Glide is accessible with a standard car driving license, which opens the door to riders who have never obtained a motorcycle license. A compelling argument for broadening the customer base. The riding experience, however, demands a genuine learning curve. Forget countersteering and motorcyclist reflexes; here, you pilot the way you drive, and you have to accept relearning everything from scratch. That's the price of riding the only three-wheeled machine to roll straight off a major manufacturer's assembly line.