Harley-Davidson FLTC 1340 Tour Glide Classic
Harley-Davidson Tour Glide | |
Manufacturer | |
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Also called | FLT1340 Tour Glide, FLT 1340 Tour Glide, FLTC 1340 (with sidecar) (reduced effect), FLTC 1340 (with sidecar), 1340 Tour Glide Ultra Classic (reduced effect), 1340 Tour Glide Ultra Classic, FLTC 1340 Tour Glide Classic (reduced effect), FLTC 1340 Tour Glide Classic, Tour Glide Ultra Classic (reduced effect), Tour Glide Ultra Classic, Ultra Classic Tour Glide |
Production | 1986 |
Engine | Four stroke, 45° V-Twin, OHV, 2 valves per cylinder. |
Compression ratio | 7.4:1 |
Ignition | Electronic |
Transmission | 5 Speed |
Suspension | Front: Gas telescopic forks Rear: Dual shocks preload adjustable. |
Brakes | Front: 2x 292mm disc 1 piston caliper Rear: Single 292mm disc 1 piston caliper. |
Front Tire | 140/90-16 |
Rear Tire | 140/90-16 |
Weight | 336 kg / 740 lbs (dry), |
Fuel Capacity | 20 Liters / 5.3 US gal |
Manuals | Service Manual |
Engine[edit | edit source]
The engine was a Air cooled cooled Four stroke, 45° V-Twin, OHV, 2 valves per cylinder.. The engine featured a 7.4:1 compression ratio.
Chassis[edit | edit source]
It came with a 140/90-16 front tire and a 140/90-16 rear tire. Stopping was achieved via 2x 292mm disc 1 piston caliper in the front and a Single 292mm disc 1 piston caliper. in the rear. The front suspension was a Gas telescopic forks while the rear was equipped with a Dual shocks preload adjustable.. The FLTC 1340 Tour Glide Classic was fitted with a 20 Liters / 5.3 US gal fuel tank. The bike weighed just 336 kg / 740 lbs.
Photos[edit | edit source]
Overview[edit | edit source]
Harley Davidson FLTC 1340 Tour Glide Classic
Road Test Cycle Guide 1986
If you subscribe to conventional wisdom, a
successful heavyweight tourer has certain mechanical requirements: a
liquid-cooled, multi-cylinder engine (four or six, take your pick) with at least
one overhead camshaft, shaft drive, and a healthy dose of electronics in the
form of cruise-control, fuel-injection, on-board computer or any combination
thereof. Currently, every big-rig tourer from Japan conforms to that formula,
and even BMW's full-dress K100RT fits that description.
Well, anyone steeped in conventional wisdom is
liable to think he's been dragged through the looking glass into Wonderland
after climbing aboard Harley-Davidson's FLTC. From the instant the starter
clacks into engagement and the 1338cc vee-twin booms out its familiar song, it's
obvious that convention be damned; the guys in Milwaukee couldn't care less
about how the rest of the world does it. With its dual headlights, whitewall
tires, heel-and-toe shifter and a brake pedal that looks like it belongs in a
Dodge pickup, the FLTC guarantees nobody will mistake it for any other tourer.
That line of thinking continues with a cursory inspection of the H-D's running
gear, too. For example, although the rest of the world considers shaft drive to
be de rigeur for a long-haul machine, Harley's top-of-the-line tourer transfers
its power to the rear wheel via Gates Poly Chain. Since 1983, H-D has converted
nearly all of its 80-cubic-inch fleet to belt drive, claiming the system is
lighter, cleaner and easier to maintain than a chain, yet simpler and nearly as
maintenance-free as a shaft. And in fact, the '86 Tour Glide weighs 26 pounds
less than the chain-drive '84 model, and required no driveline maintenance even
after more than 4000 miles.
Harley's belt drive also offers one unexpected
benefit: reduced vibration. The FLTC is the third recent belt-drive Harley we've
tested, and every one has had significantly less vibration than its chain-drive
predecessor. Not all of the credit for that tranquility, of course, goes to the
driveline; the combination of Heim-jointed stabilizers and automotive-style,
soft-rubber engine mounts does a masterful job of controlling engine vibration.
Though at idle the Harley shakes like a wet dog, as the engine nears 2000 rpm
the vibration fades, returning only when the big vee-twin approaches its
5200-rpm redline.
Between those extremes, the motor provides power
and instantaneous throttle response other touring riders will envy, even at
engine speeds that would qualify as little more than fast-idle on other turn-key
tourers. At 60 mph, the Tour Glide loafs along at a leisurely 2800 rpm, yet in a
top-gear roll-on from that speed the H-D immediately pulls a two-bikelength lead
over a Gold Wing Limited Edition, and keeps it until the Wing's higher top speed
eventually drives the Honda ahead. More important, the Harley's idle-toredline
powerband puts the next break in traffic just a twist of the wrist away,
regardless of the gear.
Just as the Tour Glide excels with an
out-of-the-ordinary motor, the Harley's unconventional chassis holds a few
pleasant surprises of its own. Foremost among those is the 'Glide's unique
steering geometry, which is designed to provide sufficient front wheel trail for
excellent stability, and at the same time minimize the steering head angle to
eliminate the heavy steering often associated with touring bikes. To achieve
those goals, the Tour Glide starts with a set of reversed triple clamps that
position the fork tubes behind the steering head. Moreover, the triple clamps
actually angle the fork tubes an additional 3 degrees (to 29) to increase front
wheel trail and provide the steering with an additional measure of
self-centering effect. The result is a sportbike-steep 26 degree steering head
angle, and a whopping 6.16 inches of trail.
While you might not agree with Harley's method,
you can't argue the results. At low speed, the Harley makes most other
full-dress tourers seem twitchy by comparison, and it only feels better with
speed. Even two-up the FLTC refuses to wander; the bike tracks with unwavering
sureness, all the way to its 107-mph top speed. Though that stability might lead
you to expect the 'Glide to be as unwieldy as a dump truck, in town the bike
cuts through traffic with surprising ease. While some of that nimbleness is due
to the Harley's steering magic, a large share of the credit goes to the Dunlop
Touring Elites, which replace the square-edged K101 tires on the '84 FLT.
Between those two, the '86 model changes direction much more easily, with almost
no loss in straightline stability.
That newfound agility really shows, too, should
you decide to wick it up when the road starts to coil. While its backroad
prowess can't match a Gold Wing's or Venture Royale's, the FLTC suffers in the
comparison more from a shortage of cornering clearance more than it does from
any gremlins in the chassis. For instance, the FLTC's steering is noticeably
slower than that of the Honda or Yamaha, but the Harley's low center of gravity
means it heels over more quickly and with far more ease than you'd expect from a
748-pound motorcycle. Once leaned into a corner, it locks on to an apex like a
homing beacon, and changes its line only at the rider's request. Even if the
brakes are applied, the H-D won't dart off-line in mid-turn.
Those brakes also present a fine balance between
good feel and low effort. The Kelsey-Hayes dual discs at the front are
considerably improved over past H-D brakes, providing good feedback even during
hard stops. Like much of the FLTC, the brakes have been continually updated over
the past few years, this year getting a new rear-brake caliper that's claimed to
be both lighter and quieter. What hasn't changed, though, is the oversize pedal
that makes precise modulation difficult.
Another seemingly minor change for '86 is
something near and dear, in a manner of speaking, to any touring rider's heart:
the seat. Though at first it seems impossibly soft for long-distance corn-fort,
an all-day stint will convince you otherwise. In fact, the Harley's seat offers
the best thing this side of Holiday Inns for coast-to-coast comfort on the
Inter-states. And the rest of the FLTC's people-pleasing accommodations only add
to that sense of comfort. The riding position is roomy, andfor a solo
riderthere are three choices for footrests, with the footboards, front engine
guard and passenger footrests. And despite the fairing's truncated dimensions
(it lacks lowers), the Harley's frame-mount unit provides remarkably good wind
protection for both rider and passenger. Although lower-body protection on the
Classic is understandably in short supply, that's offset by a lack of buffeting,
and the absence of the annoying "hand-in-the-back" draft common with other
touring fairings.
What makes the Harley's long-term comfort even
more surprising, though, is that it doesn't get much help from its suspension.
The main problem at the rear is one common to most Harleys: With only 3.0 inches
of travel, the FLTC simply lacks sufficient suspension travel to provide the
Lincoln-class ride that's expected of most full-dress long-haulers. Nonetheless,
at the lower end of their 0-10-psi range, the shocks offer a reasonably
comfortable ride, though rough pavement quickly uses up their limited stroke. At
the front, the fork responds to gentle, rolling undulations acceptably well, but
sharp-edged bumps or concrete expansion joints are telegraphed straight to the
rider, particularly with the fork set in the upper half of its 0-40-psi range.
Below 20 psi, the fork's response is acceptably smooth, but not what you would
call plush.
Moreover, the FLTC's front end also provides
another illustration of Harley's decision to do things differently: The fork is
equipped with an air-adjustable anti-dive system. Unlike other anti-dive setups,
which increase compression damping to control nosedive during braking, Harley's
system effectively increases the fork's spring rate by reducing the amount of
air available to the fork. Under normal riding conditions, the Harley uses the
air contained in both fork legs and the front engine guard as a spring medium.
When the brakes are applied, a solenoid closes off the air line to the engine
guard, and the decreased air volume effectively increases the spring rate. And
while the H-D system is a complete departure from other anti-dive arrangements,
it's similar in one respect: From a practical standpoint, it's not particularly
effective, because the high pressure required to reduce dive significantly also
makes the fork pogo annoyingly over bumps.
The Tour Glide bristles with still other
unconventional ideas, too, and some of them are more successful. For instance,
Harley has replaced the crude Motorola sound system it offered as an option in
the past with an ASI unit designed specifically for motorcycles, and it
incorporates several unique, worthwhile features. Like some other touring rigs'
stereos, the system is equipped with an automatic volume adjuster for ambient
noise, but it also has a convenient, simple, sliding volume-control next to the
left handgrip. And next to the right handgrip, a single switch controls station
search, selection for AM/FM or CB-monitor for channel 19, as well as tape eject
and direction, making it far easier to manipulate the system than with other
touring bikes' stereos. Admittedly, the system itself doesn't surpass existing
state-of-the-art unitsthe sound quality comes up short, and the auto volume
adjustment is erraticbut it's in the ballpark, and absolutely miles ahead of
the Motorola.
H-D has improved the FLTC's luggage, too, though
the changes are relatively minor. The '86 model now uses separate latches and
locks to secure the lids on the travel trunk and saddlebags, rather than the
troublesome keylock pushbuttons found on the older models. In addition, the '86
Tour Glide no longer mounts the rear turnsignals on the saddlebags, which
eliminates the wiring inside the bags and simplifies removing them to service
the rear wheel. And while the added convenience is appreciated, greater capacity
would be treasured even more, particularly since about one-third of the right
bag's volume is taken up to make room for the battery. The Tour Glide can handle
solo travel with no problem, 7 but a week-long,/two-up tour stresses the
Harley's carrying capacity to its limits. You'll need to come up with some way
to carry your gear, too, because soft liners are optional. And when you consider
the Harley's near $10,000 price, that shortage seems ludricrous.
Still, over the past couple of years,
Harley-Davidson has worked its distinctive form of magic on its top-of-the-line
touring bike, and transformed the Tour Glide from a near-miss into a genuine
contender for top honors in the Grand Touring Class. H-D's also managed to pull
off this transformation with unconventional solutions that compromise neither
the bike's look nor its character; the FLTC matches most of its contemporaries
in sheer touring competence, and still does so without liquid-cooling, shaft,
drive or many of the accoutrements dictated by touring purists. So in a class in
which the leading participants are difficult to separate without a micrometer,
the FLTC offers touring riders a genuine alternative. And that unique quality is
something none of the others can offer, at any price.
NITS:
Pop rivets on fairing pocket doors
can pull loose.
Toolkit is not up to class standards.
Handlebar switches are awkWardly placed. Air adjustments are accessible.
Oil level is easy to check.
Throttle lock is convenient.
Floorboards are three-position adjustable. Travel trunk opens to the side, and can be opened without disturbing passenger. Sidestand locks in position, bike can't roll off. Passenger floorboards are adjustable. RIDE REVIEW I still hear the phrase "for a Harley" now and then, as in "it's pretty good, for a Harley." That qualification reflects the tired old stereotype of Harley-Davidsons being a breed apart, somehow undeserving of comparison to other brands of bikes. But lately the men from Milwaukee have been dismantling that image, by building motorcycles that can not only stand toe-to-toe with Japanese bikes, but spit in their eyes, as well.
The FLTC is one such motorcycle. In terms of comfort, capacity and convenience it represents a quantum leap over H-D touring bikes of as little as two years ago, and measures up to the finest contemporary touring machines from Japan. The Classic is not just pretty good "for a Harley," it's pretty good for a world-class touring bikewhich is precisely what it is.Jerry Smith See here, Harley, this can't happen. You don't piece together a tourer using parts that look like they were penned during Eisenhower's administration and come up with a bike this good. And you don't go around making God-knowshow-old concepts work as well as some high-tech designs. Finally, you simply cannot make the bike function so well with bodywork that looks as utterly traditional as the FLTC's. Alas, Harley, you've proven me wrong, because the Classic is everything it can't possibly be. It's smooth, comfortable, as stable as a Republican's platform, and suprisingly modern. What's more, the '86 model is far and away a better bike than the '84with little more than simple, effective updates. So, I don't care that you've made hash of my arguments, because when I'm riding the TC, nothing else seems to matter.Marc Cook
Miller, Cook and Smith have done admirable jobs describing the FLTC's long-haul capabilities. Yet all the well deserved praise they've heaped on it for its comfort and smoothness doesn't do justice to what impresses me most about this motorcycle. And at the risk of sounding trite, I'd sum the bike up in a single word: fun. Indeed, riding the FLTC is more fun than a bathtub full of otters. For me, this motorcycle makes every rideno matter how faran event, a happening on wheels that's akin to having your own parade.
In fact, I get a kick out of riding the FLTC, the likes of which I haven't experienced in a long time. It's like a hell-raising friend that sidles up to you with a conspiratorial wink and says, "Hey, dude, let's party!" That's an invitation few motorcycles can make, and one that I find impossible to refuse.Charles Everitt
Source Cycle Guide 1986
Make Model | Harley Davidson FLTC 1340 Tour Glide Classic |
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Year | 1986 |
Engine Type | Four stroke, 45° V-Twin, OHV, 2 valves per cylinder. |
Displacement | 1338 cc / 81.6 cu in |
Bore X Stroke | 88.8 x 108 mm |
Compression | 7.4:1 |
Cooling System | Air cooled |
Exhaust | Two-into-two, chrome |
Induction | One butterfly valve Keihin carburetor |
Ignition | Electronic |
Starting | Electric |
Max Power | 52.2 kW / 70 hp @ 5800 rpm |
Max Torque | 93.5 Nm / 9.53 kgf/m / 69 ft-lb @ 3000 rpm |
Transmission | 5 Speed |
Final Drive | Chain |
Front Suspension | Gas telescopic forks |
Rear Suspension | Dual shocks preload adjustable. |
Front Brakes | 2x 292mm disc 1 piston caliper |
Rear Brakes | Single 292mm disc 1 piston caliper. |
Front Tire | 140/90-16 |
Rear Tire | 140/90-16 |
Dry Weight | 336 kg / 740 lbs |
Fuel Capacity | 20 Liters / 5.3 US gal |