You wouldn’t know it from its outward appearance, but the Road Glide’s optional RDRS safety package makes slick surfaces like these mountain roads more approachable. (Basem Wasef/)

It’s a balmy 70 degrees in the LA basin, a wintry climate is emerging as my 2022 Harley-Davidson Road Glide Special climbs to 6,000-foot elevations in the nearby Angeles National Forest. Shutting the split-screen vent on the giant batwing fairing cuts some of the airflow, but conditions are quickly shifting: Snowmelt has drawn trails of water across the roadway, and some of these have frozen into slick patches of ice overnight.

The latest Glide cruiser has Harley’s optional safety tech package, which includes cornering enhanced linked ABS and traction control as well as drag-torque slip control. This mitigates sudden deceleration due to sudden downshifts by matching engine rpm to rear wheel speed. Dubbed RDRS (short for Reflex Defensive Rider System), this sort of electronics suite isn’t rare in today’s modern motorcycle landscape. But packaged discreetly within this Hog’s old-school bodywork, the package offers a small but important boost in the battle between easy, spirited cruising and broken bones. And RDRS does manage to keep the big blue beast in check during a moment of sketchy traction. Who you calling a dinosaur?

On a personal note, I’ve long favored the Road Glide because its capabilities defy its bulky body. While its 900-pound wet weight puts it near the top of the heavyweight touring food chain, its heft is deceptive because the massive front fairing is attached to the frame, not the 49mm fork. That placement enables this barge on wheels to turn more easily than you might expect. Power comes from Harley’s rubber-mounted 114ci big twin, which sticks to its old-school vibe by optimizing the age-old air-and-oil-cooled formula with liquid-cooled four valve heads, twin sparks, and two 45-degree cylinders churning 118 pound-feet at 3,250 rpm and 97 hp at 5,020 rpm. Introduced in 2016, the 114 isn’t Harley-Davidson’s ballsiest available powerplant; that distinction goes to the ST model’s Milwaukee-Eight 117, which makes 127 pound-feet at 3,750 rpm and 106 hp at 4,750 rpm. But there’s plenty of thumpy charisma radiating from the 114, particularly at the grunty low-end where most of the shoving happens. Don’t plan on revving for days when merging with big rigs; short-shift the six-speed and you’ll stay within its torquey powerband enough to get it hustling right along before it’s time for the next upshift. You’ll also train yourself not to rely on the gearshift indicator, as it only works when the clutch is released, which really defeats the point of knowing which gear you’re in.

Unlike Harley’s more upright Touring bikes, the Glide’s suspension rides lower, offering 4.6 inches of front travel and only 2.1 inches at the rear. There’s a firm ride and enough bump absorption for most surfaces, though potholes can be disconcerting when struck by the relatively low-profile Dunlops. The engine guards positioned ahead of the Milwaukee-Eight are tilted forward compared to the taller tourers, offering enough space for big boots to operate the rear brake and shift lever. The saddlebags look slim and streamlined, though personal effects must be wedged in tight to fit in their meager 2.7 cubic-foot capacity. There’s a bit of new school embedded within the old-school body, thanks to a 6.5-inch TFT touchscreen that links to mobile devices via Bluetooth; unfortunately, it isn’t configured for Apple CarPlay or Android Auto. The four-speaker 25-watt-per-channel sound system is strong enough to contest most ambient wind noise conditions below freeway speeds, though you’re likely to irk surrounding traffic when playing tunes loud enough to overcome the rumble of the V-twin.

Back on mountain roads, the Road Glide Special feels like a bit of a fish out of water, doing its best to negotiate sweepers designed for sportbikes weighing half as much. Harley publishes maximum lean angles of 31 degrees left and 32 degrees right, and riders are advised to take a tactical approach to cornering: Think ahead, squeeze those four-piston Brembos early, and cut an arc as gracefully as possible so as not to disturb the laid-back chassis. Enter a corner too hot and you’ll feel like a dancing hippopotamus on an obstacle course; get the speed right, and it’s smooth sailing as this regal ride slices its way across tarmac. There’s a presence to the engine sound that’s distinctly Harley, yet not too boomy, and a nice harmony to the way this street bike’s systems play together; the torquey power, the heavy click of the shifter, the fluidity of the steering. Set realistic expectations for your ride and fun can be had in a variety of situations, from city streets to the winding highways that snake out of town.

While the electronics were reassuring on low-friction surfaces (though of course we would’ve seen diminishing returns with a large enough ice patch), the package vibes a whole lot better in the city. The low 26.1-inch saddle height is comfortable and easy to manage at stoplights; there’s plenty of road presence, thanks to the lengthy 64-inch wheelbase and wide stance; and wind protection is fine, on the off chance you’re able to slide through traffic and attain higher speeds. Although not at the top of the heap (or the limited-production CVO model) the nearly $28,000 Road Glide Special manages to feel nice enough to stand out, but not so precious as to be unusable on a daily basis. While its subpar storage capacity makes it more of a style statement than an A-to-B workhorse, the Road Glide Special’s refinements manage to update its ancient bones just enough to keep it competitive. Today Harley faces more competition than ever, in particular from its adversaries at Indian. But bikes like the Road Glide Special remind us of what we dig about The Motor Company. This heavyweight package is smooth, soulful, and disarmingly maneuverable enough to appeal to all but the most skeptical of riders.

2022 Harley-Davidson Road Glide Special Technical Specifications and Price

The Road Glide Special’s cockpit combines old and new, with analog gauges and a 6.5-inch TFT touchscreen peacefully coexisting alongside Harley’s familiar switch gear. (Basem Wasef/)

Harley’s 114ci Milwaukee-Eight isn’t the top dog powerplant, but it scoots along just fine with a robust 118 pound-feet of torque at 3,250 rpm. (Basem Wasef/)

Engine guards are more spacious than in Harley’s upright Touring models, allowing more room around the brake pedal and shifter. (Basem Wasef/)

Prepare to fold your backpack inside the saddlebags; these slim units hold only 2.7 cubic feet. (Basem Wasef/)

The 6.5-inch touchscreen sadly doesn’t accommodate CarPlay or Android Auto, though it does offer a clear GPS display in bright sunlight. (Basem Wasef/)

Source: MotorCyclistOnline.com