Jan 12, 2011 ... concerned about being able to keep his trusty 2001 Honda. GL1800 ... Based on
sheer numbers, the Gold Wing engine holds an advan- .... Wing's fork tubes in the
clamp to keep the chassis level. ..... clock, fuel, coolant temp.,.
Model Comparison
Scott Rousseau
Factory H-D, Custom Gold Wing or custom-built? MCN tests Trikes Tested Factory-finished two options in the three-wheeler market
by Scott Rousseau
T
RACING THEIR ROOTS back to utility trikes such as the Indian
Dispatch Tow and Harley-Davidson Servi-Car of the early 1930s, modern trikes have clearly found favor among the touring segment, especially among the sport’s elder statesmen, who have found that the addition of an extra wheel can extend their riding enjoyment for years. Among their practical touring benefits, trikes offer more storage space and a safer platform for towing a trailer as well. In 2009, when Harley-Davidson announced the introduction of factory-built trikes to its family of American-made V-twins, it lent a measure of legitimacy to a category dominated by aftermarket conversions—some of OE-quality, while others, perhaps, were not so much. Thus, our plan was to round up a Harley-Davidson FLHTCUTG Tri Glide Ultra Classic, Can-Am Spyder RT and a couple of the more prolific aftermarket manufacturers, Lehman Trikes and California Sidecar Company to determine the benefits and liabilities of each. We intended to subject them all to our usual battery of performance tests, but we knew that choosing an overall winner would not be realistic due to the diversity of their origins. Harley-Davidson readily supplied a 2010 Tri Glide Ultra Classic, as its 2011 model was not yet in the fleet and the only difference between the 2010 and 2011 models will be paint and an electric reverse system as standard. Our California Sidecar Company trike was a top-of-the-line Cobra model conversion using a Honda Gold Wing. Privately owned by Jack Mainville, a long-time friend of MCN, this well-kept example is based on a 2001-model ’Wing. Two down and two to go, or so we thought. At first, Can-Am flat out told us “no” because company officials felt that the RT “isn’t really a trike and doesn’t really compare with the other vehicles” we were going to test. Then they said they’d get back to us. Follow-up calls to Can-Am’s media relations office were met with no response, so we moved on. Lehman was even more surprising, as our request for their new Victory Vision-based Crossbow model was initially met with great enthusiasm. However, once the Lehman brass learned that we already had a Gold Wing-powered trike in the group, they insisted that we test their Gold Wing-powered model instead, because they had apparently been burned in another magazine’s multi-vehicle test in which a non-Lehman Gold Wing trike got the lion’s share of the ink. Despite our assurance that we weren’t going to base our
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recommendations solely on the OE platform on which the trike conversions are based, Lehman balked. Disappointing, to say the least, but we weren’t about to let that stop us.
Yikes! Trikes! The two trikes here are solid examples of the breed. The Tri Glide was initially developed with input from Lehman Trikes, and it is the only 100% factory OEM trike on the market if you don’t count the Can-Am—and Can-Am apparently doesn’t. The Tri Glide can be purchased and serviced through any Harley-Davidson dealership. MSRP for our 2010 model in its solid Red Hot Sunglo paint scheme is $30,799; the 2011 Tri Glide is $31,299. The California Sidecar Cobra conversion, on the other hand, marks a well-traveled path to obtaining a trike. Our test unit was ordered by Jack Mainville in 2009, after a knee injury left him concerned about being able to keep his trusty 2001 Honda GL1800 Gold Wing up on two wheels when stopped, especially with Mrs. Mainville on board. After researching and test riding different trike conversions at rallies, Mainville chose the Cobra conversion and placed his order through one of CSC’s authorized dealers, WingStuff.com in Irvine, California. Mainville discussed his preferences with the WingStuff.com staff and filled out his order blank. CSC then built and shipped the Cobra conversion to WingStuff.com for installation on Mainville’s used but wellmaintained ’Wing. Converting the motorcycle into the trike you see here took the WingStuff.com crew two and a half days. The base kit price for the Cobra conversion is $7795, but Mainville selected a few options, such as color matched paint on the trike bodywork ($995), a 3.4-gal. auxiliary fuel tank ($580), a trailer hitch kit ($195), a trunk carpet kit with cargo net ($195), CSC Ground Effects running boards ($1225) and a CSC Power Trak power steering conversion ($895). He also took advantage of incentives and discounts from both CSC and WingStuff.com, which kept the final kit price to $13,678.31 installed. Factor in the $17,499 base price of a 2001 Gold Wing when new, and the total cost of the vehicle came to just over $31,000.
Engines & Performance The performance of both trikes is directly related to engines that should be well-known to most touring enthusiasts. The Gold
Transmissions The transmissions of these two trikes influence their driveability. The Cobra’s 5-speed (including overdrive) ratios are spaced
too far apart compared to the ratios in the Tri Glide’s 6-speed Cruise Drive overdrive transmission, which complement its Vtwin character, and this difference highlights an advantage that the OEM factory has when assembling a trike. To help keep their kits cost effective, trike conversion manufacturers rely on the stock internal ratios provided by the OEM. They can alter the final drive ratio by changing sprockets or ring-and-pinion gears in the differential (as with a shaft-drive conversion) and also by juggling tire diameters. But changing internal transmission ratios to optimize each motorcycle model for trike use would be both impractical and outrageously expensive. CSC’s proprietary rear differential mimics the stock Gold Wing’s 2.75:1 final drive ratio, but its larger rear tires make the engine work harder than stock. Harley developed its transmission to suit the Tri Glide, selecting steeper internal ratios in all six gears and adding two teeth to the rear sprocket to optimize the transmission for the Tri Glide’s weight. As a result, the cruise rpm of the Tri Glide @ 65 mph (2610 rpm) is nearly the same as that of an FL (2580 rpm), retaining an important familial resemblance to its two-wheeled siblings in both feel and sound when rumbling down the highway. Of course the Harley’s shifting and clutch action is also very similar to its FL stablemates, acceptable but nowhere near as refined as the Gold Wing’s. H-D transmissions have improved with the advent of the Cruise Drive, but the Tri Glide’s clutch effort is still high, and finding neutral while at a standstill with the engine running is difficult. The Gold Wing’s hydraulicassisted clutch offers lighter action and better modulation, and its transmission shifts smoother, which is a good thing because we found ourselves shifting the Cobra more than the Tri Glide while trying to find the right gear for a given set of curves on the road. Surprisingly, while the Cobra makes use of the OE Honda reverse system, we didn’t need it during most of our test riding, and we didn’t miss the lack of reverse on the Tri Glide as much as we thought we would. We just made sure to park with the trikes pointed uphill whenever possible. Even the slightest incline made all the difference in the world when it came to backing up either of these three-wheeled land yachts, and both could be rolled around fairly easily when in neutral on flat ground, too. Even so, in a situation where reverse is required—such as when backing up with a trailer, for instance—it was nice to know that the Honda has it and Harley also offers it. Scott Rousseau
Wing’s liquid-cooled 1832cc pancake six-cylinder motor was a technological tour de force when it arrived in 2001 as a replacement for the GL1500 six. It introduced a larger bore and stroke (74.0mm x 71.0mm vs. the 1500’s 71.0mm x 64.0mm), sophisticated EFI with two 40mm throttle bodies replacing the CV carburetors used on the 1500 and a new parallel valve configuration so its two-valve heads could be more compact. The design allowed Honda engineers to move both the rider and passenger seating positions forward on the new aluminum chassis. Other improvements, such as “silent-type” chains, sintered iron Nickalloy main bearing caps and a new 6-into-2 exhaust system were designed to keep the GL1800 quiet-running without sacrificing performance. Evaluated in our February 2001 issue, the GL1800 was a huge hit with MCN’s editorial staff. With only minimal updates along the way, the same engine has been keeping Gold Wing riders happy for a decade now. The Tri Glide’s 103 cid (1687cc) 45° V-twin has a little more development time under its belt—roughly 102 years! Evolving from Harley-Davidson’s first production V-twin of 1909, it combines such time honored attributes as air-cooling, a single-pin crankshaft and pushrodactuated two-valve cylinder heads with the modern convenience of electronic sequential port fuel-injection and maintenance-free hydraulic lifters. If you read our December 2010 open-class touring cruiser comparison, then you know that, aside from occasional excessive heat as a result of its air-cooled design, the Twin Cam 103 ranks as one of our favorite Harley motors of all time. Based on sheer numbers, the Gold Wing engine holds an advantage. More displacement, more cylinders and more valves equal greater volumetric efficiency and more power. Its liquid-cooling system, which uses side-mounted radiators, also dissipates powerrobbing heat more efficiently than the Harley’s archaic air-cooling method. Back in 2001, our GL1800 Gold Wing made 100.7 rear-wheel hp @ 5500 rpm and 108.3 lb.-ft. of torque @ 4200 rpm, while the Twin Cam 103 in the H-D Street Glide tested in the December 2010 MCN made 65.98 rear-wheel hp @ 5000 rpm and 80.56 lb.-ft. of torque @ 3500 rpm. Our dyno facility wasn’t equipped to accommodate trikes, but we estimate another 5% of parasitic loss through the rear differential/axle and wheel/tire combos on the trikes. Despite being heavier than the Tri Glide, the Cobra was the quicker and faster trike, recording a terminal velocity of 102.2 mph, with a best quarter-mile time of 14.65 sec. @ 88.85 mph, and a 0–60 mph time of 6.35 sec. Despite having less power, the lighter Tri Glide still managed decent numbers, including a 90.8 mph top speed, 15.47 @ 82.47 mph in the quarter mile and 0–60 mph in 7.40 sec. The character of both is unaffected by the extra rear wheel. The GL1800 engine offers the velvet-smooth, precise and responsive output that has made it legendary. It does have to spin harder to make sufficient torque to get the Cobra moving whereas the Harley’s low-end grunt feels tailor-made for trike use.
Brakes Despite packing more weight than their two-wheeled counterparts, we anticipated that both trikes would be able to stop effectively because they put more tire on the ground and don’t require the rider to coordinate the bike’s balance during heavy braking. The Harley exhibited good stopping power, hauling down from 60–0 in 143.26'. What’s more, the typical H-D braking feel that we’ve often accused of being old-fashioned is more at home on the heavier Tri Glide, which uses the same dual front 300mm “Uniform Expanding” fixed discs and fixed four-piston calipers as a standard FL, along with a single 228mm fixed disc and single-piston caliper out back. For H-D riders well-versed in the Harley-Davidson’s braking characteristics, stopping a Tri Glide will require very little acclimation. Visit us at WWW.MCNEWS.COM
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Model Comparison
Scott Rousseau
There could be any number of reasons for it, but our test Cobra Gold Wing was not the least bit impressive in the braking department, taking a rather long 216.13' to come down from 60 mph. Every time our tester tried to make a fast stop, he easily locked up the front brake, while the rear brakes were hard to modulate, thanks to a vague, mushy feel. The lack of performance was rather surprising as CSC touts its dual automotive-style 292mm (11.5") discs with CSC-designed four-piston calipers. CSC’s Cobra brake system also cancels out Honda’s OE Linked Braking System, in which brake pedal activates a portion of the front calipers. Instead, CSC fits a new front master cylinder that fully activates both front calipers. Frankly, we expected better performance and feel from the Cobra than the Tri Glide, but the Harley’s stopping power and feel were superior. An observation about the difference between trikes and two wheelers: Trikes tend to stop more effectively when the rear brake is used to initiate the stop and the front brake is modulated to suit the needs of the task at hand. The opposite is true on a two-wheeled motorcycle, where the majority of braking is initiated with the front brakes and the rear brake is fed-in to complete the stop.
Suspension The CSC Cobra’s independent opposing rocker monoshock rear suspension shares more in common with an Indycar than a motorcycle. The system incorporates upper and lower control arms to locate the hubs, which receive power through automotive style half-shafts connected via CV joints at both ends. CSC’s proprietary differential is a beautiful custom cast and machined piece, mated to the transmission by a centrally located, pre-hardened 4340 alloy driveshaft. A high-quality, horizontally positioned shock built by well-known automotive shock manufacturer QA1 connects the upper control arms. The shock features a special preload collar that retains the use of the Gold Wing’s electrically operated preload adjustment function, and it can be ordered with an on-the-fly compression- and reboundadjust option. Our testers agreed that the Cobra’s rear suspension offers an extremely well-controlled ride, and its independent suspension function is greatly appreciated. We realized this when one tester inadvertently rode up on a curb and couldn’t detect a change in the attitude of the trike. The suspension swallowed the entire obstacle with minimal feedback to the rider. By comparison, the Tri Glide’s live-axle rear end with twin Showa (air-assist preload adjustable) shocks is respectable over most small bumps, but its stubby 2.99" of suspension travel is evident when encountering larger hits and potholes, and it tends to ride more like a buckboard over stutter bumps that are easily soaked up by the Cobra. At times, the Tri Glide would buck the rider cleanly out of the saddle, a far from ideal scenario. And yet the tables were turned with regard to the front suspension, where the Tri Glide’s non-adjustable 41.3mm Showa fork’s 4.61" of travel feels positively Harley-like—taut but effective on all but the biggest hits while retaining its composure under most road conditions. To be fair to the ’Wing, its 45mm Showa forks had been modified with Traxxion Dynamics components during its former two-wheeled life (GL 1800 Gold Wing Suspension 14
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Makeover, MCN, March 2007) and its anti-dive system had been disconnected as part of the mods. While the Cobra’s front end never bottomed, its 5.5" of travel was too soft and probably contributed to the lack of front end feedback when cornering.
Chassis/Handling The stock Honda Gold Wing is renowned for its road-hugging ability, and the Electra Glide is no slouch in the handling department, either. Would swapping from two wheels to three change that? Yes, and no. It should be noted that a trike requires different steering inputs than a motorcycle. For starters, a trike puts three wheel tracks on the road as opposed to one on a motorcycle, so greater attention must be paid to the rear track width in order to avoid unwanted contact with curbs, parking lot bumpers, etc. If you live in California, forget about lane splitting on a trike, although it is still legal to use the carpool lane. When turning, the rider must pay particular attention to the handlebars and steer in the desired direction rather than use countersteering, which is common practice on a motorcycle. Furthermore, trikes simply do not respond to weight shifts in order to make path corrections like a motorcycle does. Trike riding techniques are different enough that Harley-Davidson makes all motorcyclists who wish to demo one of its trikes sit through an orientation before clearing them to ride. The CSC Cobra retains the Gold Wing’s twin-spar aluminum mainframe, but the swingarm is discarded in favor of CSC’s chrome-moly steel tubular ladder section, which bolts solidly at the swingarm pivot and also attaches at the bottom lower rear portion of the subframe. The ladder serves as the all-important mounting point for the box-like steel chassis that contains the suspension and driveline components, which are delivered as one assembly for a true bolt-in installation. The Cobra conversion requires no cutting or welding of the chassis, making the switch back from three wheels to two a possibility. To ease steering, CSC offer its Power Trak steering mod, which consists of an A204-T4 aluminum triple clamp with an offset that increases rake by 4.5° and reduces trail by 2.1" (stock figures are 29.25° and 4.29" respectively). CSC then extends the Gold Wing’s fork tubes in the clamp to keep the chassis level. The Cobra conversion already adds 10.9" to the stock Gold Wing’s 66.6" wheelbase, and the Power Trak mod stretches it to 80.7". Our testers were generally satisfied with the Cobra’s handling. Turning required far less effort than the Tri Glide, but the Cobra’s long wheelbase also made it feel less precise than the Tri Glide in fast turns, and our high-speed performance testing revealed that the Cobra was less stable in a straight line at top speed, which won’t be much of a concern for most riders. The Tri Glide’s rectangular-backbone steel frame was engineered specifically for trike use, with H-D engineers working from the “wheels up” to build a chassis capable of handling the steering forces and weight of a trike. The Tri Glide’s rake is increased from 29.25° to 32.0°, and its forks have been lengthened by 1.775" compared to a two-wheeled FL. To further enhance steering stability, H-D engineers fitted a trick Öhlins steering damper to the triple clamp. The Tri Glide’s wheelbase is 66.6"— the same as a stock Gold Wing.
Riding Impression Depending on your tastes, both trikes deliver a satisfying ride on long trips through wide, sweeping corners or simply when bounding down the interstate for hours on end, as their ergonomic profiles are identical to the two-wheeled versions from which they sprang. Even so, neither one would get our pick for a daily driver. Both machines weigh well over 1000 lbs., and their steering is much heavier than a motorcycle’s. Accordingly, riding them between stoplights or on tight urban streets would feel like a real workout after a short period of time. CSC certainly picked one of the sport’s best touring bikes— and perhaps the best—in the Gold Wing, and the Cobra conversion detracts from the two-wheeler’s smooth-riding, mellow character only minimally. The Tri Glide captures the HarleyDavidson vibe to a tee partially because its Electra Glide siblings were never designed to represent the latest and greatest technology among full-dressers, like the Gold Wing is (or was when it first debuted). Even so, the Tri Glide retains more soul of the original than the Cobra, but that isn’t likely to bother Gold Wing fans who don’t care for Harley-Davidson tradition. For them, the Cobra could be a great fit. Miserly fuel consumption isn’t a major selling point for a trike, but both of our test machines delivered better-thanexpected fuel economy. The CSC Cobra managed just under 30 mpg—not bad considering its six-cylinder engine and 1330-lb. weight. Mainville equipped his Cobra with CSC’s optional 3.4-gal. auxiliary fuel tank, which extends the range to 300 miles and probably more under steady cruise conditions. The Tri Glide was even more impressive, managing 34.9 mpg, good for about 210 miles from its 6.0-gal. tank.
Value Their performance notwithstanding, the Tri Glide offers a turnkey trike experience for as low as $29,999 in standard Vivid Black, and it is backed by the same two-year, unlimited mileage warranty as the rest of Harley’s streetbikes. The CSC Cobra’s value greatly depends on the purchase price of the Gold Wing that will be converted and the options ordered. The Cobra warranty is three years or 50,000 miles, and converting a Gold Wing to a trike does not necessarily void the factory warranty, although Honda officials did tell us that it cannot be responsible for any adverse affects or component failures contributed to trike modifications. One last thing: Mainville told us that his Cobra conversion actually saved him a small amount on his insurance premiums despite its increased replacement cost because his insurance company looked at the trike as less likely to suffer damage from a tipover.
Bottom Line There are no real losers here. The California Sidecar Company Cobra and the Harley-Davidson Tri Glide Ultra Classic are capable of hauling a rider, a passenger and a whole lot of cargo in relative comfort for long distances. Both perform well, and choosing one over the other will be dictated more by brand loyalty and finances than by outright performance or attention to detail. Riders of either motorcycle brand seeking a trike should be able to remain in their respective camps and be quite happy. To coin a line from Led Zeppelin’s classic song, Stairway to Heaven, “Yes, there are two paths you can go by, but in the long run there’s still time to change the road you’re on.” Scott Rousseau
Scott Rousseau
The H-D engineers’ work results in an extremely stable trike with high-effort steering that is precise and offers excellent road feedback, although the front tire tends to feel less planted as the Tri Glide is hustled through turns. The Harley’s belt-driven live axle lacks a differential, so both rear wheels receive equal power all the way through a turn, which can create an understeer sensation as the front tire starts to “push” under the load from rear wheels that want to stay in a straight line. We never experienced a loss of front-wheel traction or control on the Tri Glide, but the scrubbing front tire would send a wobble through the handlebar to signal that it was happening.
trunk and fenders, the well-thought-out placement of auxiliary running lights and taillamps and the latch mechanism of lower trunk, are OEM-quality. The lower trunk by itself provides 4.0 cu.-ft. of storage capacity. About the only hassle with the Cobra is the extra time it takes to fill the auxiliary fuel tank. Since the fuel is gravity fed from the Gold Wing’s main tank, the rider must wait for the main tank to bleed down to ensure that the motorcycle is fully fueled. The Tri Glide’s paint and chrome are immaculate, and the rest of the trike exemplifies Harley-Davidson’s typically strict attention to detail. We especially appreciated the cavernous storage space of its lower trunk, which offers 4.5 cu.-ft. of storage space. The trunk and Tour Pak have a combined capacity of 6.56 cu.-ft. and are rated to carry up to 80 pounds. However, we have heard from some Harley owners that chrome passenger grab rail can chafe the leather on the sides of the passenger seat, which could cause a tear. Also, the Harley’s filler neck makes it hard to be sure that the gastank is fully fueled.
Attention To Detail The trike parts on the Cobra easily match the Honda Gold Wing. Fit and finish, such as the matched yellow paint on the Visit us at WWW.MCNEWS.COM
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Model Comparison Left: H-D’s Twin Cam 103 cu. in. V-twin is standard on the Tri Glide, and its additional torque over the Twin Cam 96 helps accelerate the trike’s additional weight with authority. Its Delphi sequential-port fuel injection feeds a 50mm throttle body, and throttle response through the fly-by-wire throttle is crisp and clean. But heat from the engine can be irritating on warm days.
Right: Ergonomics are identical to an Electra Glide Ultra Classic. The rider’s saddle is plush and well-dished, and the back seat has a wraparound backrest for added comfort. The passenger grab rail rubs against the seat, which could chafe the leather over time. Left: The trunk is built to carry lots of “stuff.” With 4.5 cu.-ft. of capacity, it easily swallowed our helmet and riding gear with room to spare. The trunk and the Tour Pak combined offer 6.56 cu.ft. of storage and a load rating of 80 lbs. You really can take it with you!
Photos By Scott Rousseau
Above: The Tri Glide’s cockpit carries a full complement of gauges and warning lights, and a great-sounding Harman-Kardon stereo system. A premium Öhlins steering damper (low, in front of the tank) is standard equipment and helps counteract the Tri Glide’s reduced trail, adding stability.
Right: From the front, the Tri Glide looks like a standard FL, but looks are deceiving. Its chassis is specifically designed for trike use, and its Showa fork is larger, longer and clamped by offset triple trees that increase rake and reduce trail to ease steering.
TESTERS’ LOG When I first climbed aboard either one of these trikes, I was mindful of the fact that their sides stick out a lot further than a regular two-wheeler. About three quarters of the way through our test ride, however, I was able to relax and ride normally. The Harley has a really nice V-twin engine that delivers a lot of torque so that it runs smoothly with a minimal amount of throttle. I also love the Harley’s 6-speed overdrive transmission. The Harley’s suspension is also pretty good; very plush in the front but a little stiff in the rear. But the Harley’s vibration is still noticeable when you are idling at a stoplight, and its engine generates a lot of heat. It also doesn’t handle as nicely as the Gold Wing. At higher speeds, it felt like the Harley’s front end would shimmy. I think part of that feeling comes from the fact that it doesn’t have a differential and its handlebars are higher and narrower than the Gold Wing’s. Overall, the Harley is a great trike that should appeal to oldschool riders who like American V-twin power. —Michael Mainville
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But for a few brief rides on ATVs, all of my motorcycling has been on two wheels. I never understood the need for an additional wheel to help me get down the road, and I always figured that if it ever came down to buying a trike or just not riding, I’d choose the latter. Having ridden the Harley-Davidson Tri Glide, I’ve reconsidered that notion. I know there are things that the Tri Glide can’t do as well as a two-wheeled Electra Glide. Its handling, while competent, is heavy-handed, and I didn’t like the front wheel wobble— predictable though it was—when I tried to hustle the Tri Glide up and down some of my favorite canyon roads. But what the Tri Glide can do like no other trike, is feel like a genuine Harley-Davidson in every way, including the good—such as the awesome rumble from its V-twin motor; the bad—rear suspension that never seems sorted out enough for my taste; and the ugly—engine heat that barbecues my right leg whenever the ambient temp. reaches 90°. Still, if and when that time ever comes, I’d consider a Tri Glide, warts and all. —Scott Rousseau
2010 Harley-Davidson Tri Glide Ultra Classic SPECIFICATIONS AND PERFORMANCE DATA ENGINE
PERFORMANCE
Type:................ Air-cooled 45° V-twin Valvetrain: ...... OHV, 2 valves per cyl., hydraulic, self-adjusting valves Displacement: ..........1687cc (103 cid) Bore/stroke: ..........98.43 x 111.13mm Comp. ratio: ..............................9.6:1 Fueling: Electronic sequential port fuel injection, 45mm throttle body Exhaust:............2-into-2 w/ crossover
Measured top speed ......90.8 mph 0–1/4 mile..................15.47 sec. ............................@ 82.47 mph 0–60 mph ....................7.40 sec. 0–100 mph ..........................n/a 60–0 mph ........................143.2' Power to Weight Ratio ......1:17.74 Speed @ 65 mph indicated ....64.8
DRIVE TRAIN
MC RATING SYSTEM
Transmission:........................6-speed Final drive: ....................................Belt RPM @ 65 mph*/rev limiter 2610/5750
EXCELLENT VERY GOOD GOOD FAIR POOR
ERGONOMICS TEMPLATE
*actual, not indicated
40.75"
D E
61.0" 40.0"
29.25"
C
Battery: ..............................12V, 28Ah Ignition:....................Delphi electronic Alternator Output:......................650W Headlight: ..............................55/60W
: : :
FUEL Tank capacity: ........................6.0 gal. Fuel grade: ..........................Premium High/low/avg. mpg: ....38.8/32.7/34.9
: : :
––– Heavyweight Trike ––– ::::; Engine ::::: ::::; Transmission ::::: :::;. Suspension ::::: ::::. Brakes ::::: :::;. Handling ::::: ::::; Ergonomics ::::: ::::. Riding Impression ::::: Instruments/Controls ::::. ::::: ::::: Attention to Detail ::::: ::::; Value ::::: OVERALL RATING
::::; :::::
DYNAMOMETER DATA Low end Mid-range Top end
:::.. :::.. :::..
The Twin Cam 103 in the Tri Glide is tuned the same as standard Power Pak-equipped FLs, with strong low-end snap that tapers nicely into the midrange. Its sequential port EFI and fly-by-wire throttle provide hesitationfree throttle response.
TEST NOTES PICKS A factory-built trike Steering is heavy, but the chassis is responsive Rides like a Harley-Davidson PANS Rear suspension could use more travel, better damping Lack of a differential hurts cornering behavior Engine heat is excessive
80.56 lb.-ft. • • 65.98 hp
SAE CORRECTED REAR-WHEEL TORQUE, LB. FT.
ELECTRICS
IJ
SAE CORRECTED REAR-WHEEL HORSEPOWER
Front: ....Showa 41.3mm conventional F G H telescopic forks, nonadjustable, 4.61" travel MISCELLANEOUS Rear: ............Twin Showa shocks, airadjustable preload, 2.99" travel Instruments: Analog speedo, tach, fuel level, odometer, ambient temp., 2 tripBRAKES meters, range Indicators: .. hi-beam, t/s, neutral, low Front: ..Dual 299.97mm (11.81") fixed fuel, check engine, charging sys. disc w/two-piston caliper cruise control Rear: ......Single 228.6mm (9.0") fixed MSRP: ......$29,999 (Price as tested, disc w/ single-piston caliper $30,799) Routine service interval: ......5000 mi. TIRES & WHEELS Valve adj. interval: n/a (self-adjusting) Front: ..MT90B16 Dunlop D402F (M/C Warranty: ......2 years, unlimited miles 72H) on 3.00" x 16" wheel Colors: ....Vivid Black (standard), Flame Rear: ....205/65R15 Dunlop Signature Blue Pearl, Red Hot Sunglo, Flame Blue Pearl/Brilliant Silver Pearl (92T) on 5.50" x 15" wheels
Vertical (ground to) F: Handlebar (center). G: Rider footpeg (top). H: Rider seat (lowest point). I : Passenger peg (top). J: Passenger seat (middle).
15.5" 33.5"
SUSPENSION
61.25"
11.0"
Wheelbase: ................................66.6" Rake/trail: ........................32.0°/3.94” Ground clearance: ......................5.25" Seat height: ..............................29.25" GVWR: ................................1700 lbs. Wet weight: ......................1170.5 lbs. Carrying capacity: ..............529.5 lbs.
Horizontal (nose to) A: Passenger seat (middle). B: Rider seat (middle). C: Handgrip (center). D: Passenger footpeg (center). E: Rider footpeg (center).
73.5
A B
41.75"
DIMENSIONS
:::::
RPM, THOUSANDS
STANDARD MAINTENANCE Item Time Parts Labor Oil & Filter.......................0.5...............$25.96+9.99 ..$40.00 Air Filter ..................0.15 ..........$24.95 ..........$12.00 Valve Adjust..............n/a ............n/a ................n/a Battery Access ..........0.1 ............MF ................$8.00 Final Drive ................1.0 ................................$80.00 R/R Rear Whls. ........1.0 ................................$80.00 Change Plugs............0.1 ............$7.98 ............$8.00 Synch EFI..................n/a ..................................n/a Totals ................2.85........$68.88 ......$228.00 * MCN has changed the estimated labor rate to $80 starting March 2007
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Left: The ’Wing’s cockpit looks more like it belongs in a 747 Jumbo Jet than on a motorcycle. The large, analog speedometer is located front and center, and the LCD screen below it displays trip, sound system info and warning indicators. The tall windscreen provides excellent protection from the elements. Mainville added accessory wind deflectors to direct more air into the cockpit on hot days. Right: Seating is mostly stock, although Mainville added an accessory backrest for more support. Ergonomics are extremely comfortable, especially for taller riders. The passenger seat allows plenty of fore and aft movement, and the storage compartments located on both sides of it are handy.
Photos By Scott Rousseau
Model Comparison
Above: Dual rear wheels and tires are what makes a trike a trike, and the Cobra is equipped with silver powdercoated 7.00" x 15" Vision five-spoke wheels mated to dual 11.5" (292mm) disc brakes. The Cooper 205/65R150 C54 Touring radials performed well. Left: CSC’s Power Trak option is an offset triple clamp that increases rake and drastically reduces trail to make turning easier. CSC’s brake mod eliminates the stock Linked Braking system. Squeezing the lever now activates all the pistons on both front calipers. Right: Color matching of the Cobra’s trike bodywork is exceptional. The lower trunk provides 4.0 cu.-ft. of storage space. The fit and action of the trunk lid are exceptional. The interior carpet kit and cargo net are optional but well worth the extra dough.
TESTERS’ LOG Even though both are trikes, the Cobra feels totally different than the H-D. It has a tighter, more modern feel, and its engine is more powerful, although its best power is at higher rpm. I also love the sound of its six-cylinder engine! But the Honda’s transmission is geared a little bit low, and its ratios are too close. Also, reverse on the Cobra isn’t that big of a deal, as it backs up very slowly. Besides, most roads or parking lots will have a slight grade for drainage purposes. You find out very quickly that when riding a trike it is best to park so that the nose is pointed uphill, which makes it easier to back up. About the only thing I really didn’t like on the Cobra was the rear brake. The size of the rear rotors are plenty big, and I know they should have plenty of stopping power, but the rear brake pedal could stand to be a bit longer to give the rider a little more leverage. Otherwise, I found the suspension on the Cobra to be pretty close to perfect, and its ergonomics are preferable for a tall guy like me. —Michael Mainville
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MOTORCYCLE CONSUMER NEWS
Will trikes become the next target market for all of the major OEMs? It seems to me that there may be merit in continuing to service the increasing group of Medicare-aged motorcyclists while also developing the next generation of riders. No surprise, then, that Kawasaki recently displayed a prototype trike conversion at its national dealer meeting. Time will tell. But whether or not other companies follow Harley-Davidson’s lead into the trike market, California Sidecar Company will undoubtedly continue to offer trike conversions of exceptional build quality if this Cobra Gold Wing is any indication. I’m not really a Gold Wing fan, and yet I got along with the Cobra just fine. The performance of the platform was never a question for me, but I was impressed with the smooth integration of the Cobra parts, their excellent fit and finish, and how easily the Cobra steered with the Power Trak option. When it comes to trikes, CSC clearly builds a nice rig. If you already have a bike and are looking to go from two wheels to three, you should contact them. —Scott Rousseau
Calif. Sidecar Cobra Trike Conversion SPECIFICATIONS AND PERFORMANCE DATA ENGINE
PERFORMANCE
Type: ........ Liquid-cooled horizontally opposed six-cylinder Valvetrain: .... SOHC, 2 valves per cyl., shim-under-bucket valve adjustment Displacement: ........................1832cc Bore/stroke: ................74.0 x 71.0mm Comp. ratio: ..............................9.8:1 Fueling:..............PGM-FI fuel injection Exhaust: ....................................6-into-2
Measured top speed ......102.2 mph 0–1/4 mile..................14.65 sec. ............................@ 88.85 mph 0–60 mph ....................6.35 sec. 0–100 mph ..........................n/a 60–0 mph ........................216.1' Power to Weight Ratio ......1:13.23 Speed @ 65 mph indicated ....62.0
DRIVE TRAIN
MC RATING SYSTEM EXCELLENT VERY GOOD GOOD FAIR POOR
ERGONOMICS TEMPLATE
SUSPENSION Front: Showa 45mm forks w/anti-dive (disabled on trike), 5.5" travel Rear: ........QA1 single shock, horizontally mounted to upper control arms, travel n/a
D E
45.5"
66.0" 50.5"
F
G
HI J
MISCELLANEOUS
: : :
FUEL : : :
Low end Mid-range Top end
::::: ::::. ::::.
What’s not to like about Honda’s classic GL1800? Brawny and smooth, its liquid-cooled flat six practically coined the phrase, “electric power delivery.” No wonder it’s such a popular conversion choice among trike kit manufacturers.
TEST NOTES PICKS Two wheels or three, it’s still a Gold Wing CSC fit and finish is OEM-quality Lighter-than-expected steering effort PANS Brakes weren’t up to snuff Limousine-length wheelbase hampers steering precision Dealer network is limited
108.3 lb.-ft. •
100.7 hp •
SAE CORRECTED REAR-WHEEL TORQUE, LB. FT.
ELECTRICS
DYNAMOMETER DATA SAE CORRECTED REAR-WHEEL HORSEPOWER
Front: Dual 296mm full-floating discs, Instruments:......Analog speedometer, tach, digital odometer, 2 tripmeters, LBS 3-piston single-action calipers clock, fuel, coolant temp., Rear: ....Dual 292mm (11.5") discs w/ ambient temp., audio modes CSC four-piston calipers Indicators: ........ hi-beam, t/s, neutral, reverse, oil pressure., low fuel, fuel TIRES & WHEELS injection, cruise control, overdrive, trunk open. Front: 130/70R18 Avon AV71 Cobra M/C 63H on 3.50" x 18" spoked MSRP: ..Price as tested, $31,177.31 aluminum wheel Routine service interval: ......6,000 mi. Valve adj. interval:..............32,000 mi. Rear: .. 2 x 205/60R15 Cooper C54 Warranty: ......3 years or 50,000 miles Touring on 7.00" x 15" spoked (California Sidecar Company) aluminum wheels Colors:........custom or matched to OEM
Tank capacity: ......................10.0 gal. Fuel grade: ..........................Premium High/low/avg. mpg: ....36.5/23.5/29.8
Vertical (ground to) F: Handlebar (center). G: Rider footpeg (top). H: Rider seat (lowest point). I : Passenger peg (top). J: Passenger seat (middle).
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––– Heavyweight Trike ––– ::::: Engine ::::: :::;. Transmission ::::: :::;. Suspension ::::: ::... Brakes ::::: :::;. Handling ::::: ::::: Ergonomics ::::: ::::. Riding Impression ::::: Instruments/Controls ::::: ::::: ::::: Attention to Detail ::::: ::::. Value ::::: ::::; OVERALL RATING :::::
BRAKES
Battery: ..............................12V, 20Ah Ignition:................3-D digital-mapped Alternator Output:....................1100W Headlight: ..........................55W/55W
29.0" 14.0" 33.5"
C
Horizontal (nose to) A: Passenger seat (middle). B: Rider seat (middle). C: Handgrip (center). D: Passenger footpeg (center). E: Rider footpeg (center).
76.0" 60.5"
7.5"
A B
39.0"
Transmission:......5-speed w/ reverse Final drive:..................................Shaft RPM @ 65 mph/rev limiter ......2830/6500 Wheelbase: ................................80.7" Rake/trail: ......................33.75°/2.19” Ground clearance: ......................3.25" Seat height: ................................29.0" GVWR: ..........................................n/a Wet weight: ......................1331.5 lbs. Carrying capacity: ..............650.0 lbs.
RPM, THOUSANDS
STANDARD MAINTENANCE Time Parts Labor Item Oil & Filter......................0.8..............$33.56+11.98.. $64.00 Air Filter....................0.6 ..........$27.95 ..........$48.00 Valve Adjust..............4.5 ..........$42.12 ........$360.00 Battery Access ..........0.1 ............MF................. $8.00 Final Drive ................1.0 ................................$80.00 R/R Rear Whl. ..........1.0 ................................$80.00 Change Plugs............0.6 ..........$77.94 ..........$48.00 Synch EFI..................1.5 ..............................$120.00 Totals 10.1 $193.55 $808.00 * MCN has changed the estimated labor rate to $80 starting March 2007
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