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2025 Harley-Davidson Street Glide vs. Indian Chieftain PowerPlus Comparison Review

October 22, 2025 mcnews Leave a comment

2025 Harley-Davidson Street Glide vs Indian Chieftain PowerPlus Comparison Test — Harley-Davidson and Indian offer two different takes on the bagger with a handlebar-mounted batwing-style fairing. Both are heavily laden with curb appeal and the latest tech, but despite their similarities, one rises to the top. (Photos by Kevin Wing)

We love a good, old-fashioned rivalry. Army vs. Navy. Ford vs. Chevy. Coke vs. Pepsi. And of course, Harley-Davidson vs. Indian. Two of the oldest American motorcycle brands – Harley-Davidson was founded in 1903 and has operated continuously ever since; Indian was founded in 1901, went bankrupt in 1953, and was resurrected in fits and starts until Polaris Industries took over in 2011 – have been fierce rivals in terms of design and engineering, sales at dealerships, and racing in multiple disciplines.

King Of The Baggers

Since 2021, Harley and Indian have battled it out in what was once an unthinkable class of racing: King Of The Baggers. Harley-Davidson Road Glides and Indian Challengers weighing more than 620 lb and equipped with stock-looking fairings and saddlebags slice and dice at Daytona, Road America, Laguna Seca, and other racetracks nationwide. The racebikes may look like those you see on showroom floors, but they’re highly modified, achieving speeds up to 185 mph and lean angles up to 55 degrees (compared to 32 degrees for a stock bagger).

KOTB has been wildly popular, and the Harley/Indian rivalry over the past five seasons has been tit-for-tat. The championship winner has alternated every year, with Harley earning three titles (2021, 2023, and 2025) and Indian earning two (2022 and 2024). In classic “win on Sunday, sell on Monday” fashion, Harley and Indian invest heavily in KOTB because they hope to sell more motorcycles to people like us.

The year before the KOTB series kicked off, we compared the Harley-Davidson Road Glide Special and the then-new Indian Challenger Limited. The Challenger won by decision due to its superior engine performance, ride quality, comfort, wind protection, and standard features.

For KOTB racing, Harley and Indian run baggers with frame-mounted fairings, but in terms of retail sales, their baggers with handlebar-mounted fairings – Harley’s Street Glide and Indian’s Chieftain – are more popular. For 2025, Indian introduced the Chieftain PowerPlus, a model mashup that combines the Chieftain’s fairing and the Challenger’s liquid-cooled PowerPlus V-Twin. Also new this year, in addition to the 108ci (1,768cc) version of the PowerPlus, Indian offers a 112ci (1,835cc) version, the same displacement used in its KOTB racebikes (but certainly not tuned the same!).

Standard equipment on Indian’s PowerPlus 112 models includes a 6-axis IMU with SmartLean Technology (lean-sensitive ABS and traction control), electronically linked brakes, hill-hold control, remote locking saddlebags, and the radar-enabled Rider Assist Package with blind-spot and tailgate warnings and rear-collision warning lights. Behind the fairing is a 7-inch touchscreen TFT display with Indian’s Ride Command infotainment system, which includes an audio system, Apple CarPlay, Bluetooth, navigation with traffic updates, tire-pressure monitoring, and customizable displays.

When the Harley-Davidson Street Glide was updated in 2024, it lost weight, gained power, added rear suspension travel, and got a fresh look, with more modern, sculpted lines on its batwing fairing and saddlebags. Similar to the Indian, the Harley’s standard Rider Safety Enhancements electronic package includes electronically linked brakes, cornering ABS, traction control, Drag Torque Slip Control, and hill-hold control. The Harley isn’t available with radar-enabled safety features, but its 12.3-inch touchscreen TFT display is massive and includes customizable displays and infotainment capabilities like those on the Indian.

Start Your Engines

Although Harley’s Milwaukee-Eight 117 V-Twin has liquid-cooled cylinder heads and wins the displacement arms race – 1,923cc vs. 1,835cc for the PowerPlus 112 – Indian’s fully liquid-cooled, higher-compression powerplant was dominant on Jett Tuning’s rear-wheel dyno. As shown in the chart, the Indian outguns the Harley throughout the rev range, and its advantage increases with revs above 3,000 rpm. Peak figures for the Harley – 84.2 hp at 4,600 rpm and 112 lb-ft of torque at 3,200 rpm – are respectable, but the Indian blows them away: 110.6 hp at 5,500 rpm and 122.8 lb-ft at 3,400 rpm.

As with most modern motorcycles, these big baggers use throttle-by-wire to meter fuel and air, and selectable ride modes that adjust throttle response and other parameters are standard – Road, Sport, Rain, and Custom on the Harley; Standard, Sport, and Rain on the Indian. Both have 6-speed transmissions with slip/assist clutches and maintenance-free belt final drive.

These baggers truly are big. Fueled up and ready to ride, the Indian tips the scales at 842 lb while the Harley weighs 811 lb. That 31-lb weight difference amounts to less than 4% of the Harley’s mass, but it feels much lighter when lifting it off the sidestand and pushing it around. The Indian is not only heavier, it’s also longer, stretching 65.7 inches between the axles versus 64 inches on the Harley. And from nose to tail, the Indian is almost a half-foot longer: 98.5 inches vs. 92.9. From the saddle, the Harley feels more compact, with the handlebar, fairing, and footboards closer to the rider than on the Indian.

King of the Road

Spec sheets and dyno charts are one thing, but in a comparison test the rubber needs to meet the road. Longtime contributor and friend of the magazine Thad Wolff and I filled the top-loading saddlebags and headed north, with photographer Kevin Wing chasing us on a third bike. Both baggers have nearly 70 liters of storage capacity, and their fairings include storage compartments with USB ports for charging smartphones. We appreciated the convenience of the Indian’s remote-locking saddlebags; the Harley’s bags require a key to lock.

We plotted a route that was a greatest-hits list of Southern California backroads: SR-33 through Los Padres National Forest, SR-58 across the Carrizo Plain, the short but diabolical SR-229 (aka Rossi’s Driveway), and Carmel Valley Road, a rural two-lane that curves, dips, and climbs from the agricultural fields of the Salinas Valley to the Pacific Coast. We also threw in some freeway miles on U.S. Route 101 for good measure.

The Indian PowerPlus 112’s torque advantage, which ranges from 6 lb-ft at 2,100 rpm to more than 20 lb-ft above 4,800 rpm, is certainly felt from the saddle. Even though the Chieftain carries some extra weight, it launches off the line and accelerates with more gusto than the Street Glide. That’s what most riders love about big V-Twins, the ability to drop the hammer with a quick twist of the wrist regardless of gear, and the Indian delivers in spades. But once you hit the Chieftain’s torque peak around 3,400 rpm, engine vibration becomes more pronounced, which can feel coarse depending on throttle position. What the Harley lacks in absolute grunt it makes up for in smoothness. Not a dull or boring smoothness, but a finely tuned thrum.

We’ll admit, our pace was not what you’d call relaxed cruising. Thad is a mellow dude, but he’s also a former AMA Superbike racer, so even when he’s going slow he’s pretty darn fast. I’ve never been a racer, but my default mode is overcaffeinated and impatient, so I like to burn carbon off the cylinders whenever I can. Our fuel economy suffered, but our spirits soared.

What surprised us was how well these big baggers did when pushed hard on technical backroads. Not for lack of trying, we rarely scraped their footboards. The weight of heavy fairings on their handlebars didn’t adversely affect handling, and their tires – Dunlop Harley-Davidson Series (D408/D407) on the Street Glide and Metzeler Cruistecs on the Chieftain – provided reassuring grip on pavement of varying quality. Comfort-wise, however, the Indian clearly outshines the Harley. The Chieftain’s single rear shock with 4.5 inches of suspension travel soaks up hard hits much better than the Street Glide’s dual shocks with 3 inches of travel. And although both baggers have wide, deeply dished seats, the Indian’s is more supportive.

The Harley’s lighter weight and shorter wheelbase give it an edge in terms of handling. The Harley-Davidson Street Glide dips into corners, carves around hairpins, and does tight U-turns more readily than the comparatively ponderous Chieftain. Both bikes are dead-nuts stable on straight roads regardless of speed (and both have standard cruise control), and it is during highway cruising when the Chieftain’s more spacious cockpit is appreciated. The rider can stretch out more, and the Indian’s longer footboards provide more options for leg position.

Both baggers have batwing-style fairings that protect the rider’s torso and arms from wind and weather, and both have ultra-bright LED headlights to illuminate the road after dark. There’s a big difference, however, in terms of windscreens. The Harley has a dark-tinted shorty screen that is mounted at a flat angle atop the fairing, and below it is a vent that reduces turbulence. Thad, who is 5-foot-8, could see over the dark screen but complained about not being able to see through it; at 6-foot, I was able to see well over it. The Indian has a lightly tinted windscreen that has a steeper angle and is electrically height adjustable. When raised up, it creates a quiet pocket of air in the cockpit.

Slowing these baggers down is the job of dual 4-piston front calipers pinching large 320mm discs plus a single rear caliper. Both offer serious stopping power, but the Harley has a more aggressive initial bite, and its rear 4-piston caliper can even feel grabby if the pedal is not applied with finesse. Cornering ABS is standard on both bikes and provides a reassuring margin of safety on dirty or slippery roads.

Coastal Cruising

We packed in about 350 miles on our first day, logging more than 10 hours of riding and photography with a midday break for tacos in Atascadero. We ended up in Monterey, home to Cannery Row and a world-famous aquarium. As we walked to a brewpub for dinner, we swapped stories about past rides and shoots, memorable moments and embarrassing ones, and how we were much more reliant on ibuprofen and a good night’s sleep than we used to be. Like my dad used to say, it sucks getting old, but it beats the alternative.

The next day, we cruised along the rocky shore of Pacific Grove and down State Route 1 to Bixby Bridge, which was built in 1932. Sitting on the rugged coast just north of Big Sur, it’s one of the most photographed bridges in California (it’s on the cover of this issue). SR-1 south of Big Sur was closed due to a landslide, so we backtracked to Carmel, swung around to the Salinas Valley, stopped for our daily ration of tacos in King City, and then rode south to Fort Hunter Liggett, an Army base that allows access to Nacimiento-Fergusson Road, a beat-to-hell, lane-and-a-half-wide road that climbs over the Santa Lucia Mountains to SR-1. Riding through a dark canopy of trees, we hit hidden potholes and gravity cavities that bottomed out the suspension, scraped hard parts, and compressed our spines. The road is steep and treacherous and has steep drop-offs with no guard rails, and we absolutely love it. More of an adventure-bike road, for sure, but you ride the bike you’re on and make the most of it.

When we stopped for gas or tacos or photos or more ibuprofen, Thad and I compared notes on the Harley and Indian. We were generally in agreement with Kevin Duke’s assessment of the Chieftain PowerPlus that “Indian has built one of the best baggers in America.” By most of the criteria used in a touring-bike comparison test – performance, comfort, ride quality, wind protection, technology, and convenience – the Indian beats the Harley. The Street Glide is lighter and more compact, which gives it sharper handling, but on the wide-open roads where big baggers spend most of their time, such an advantage becomes less important.

Just as the Indian Challenger did against the Harley Road Glide back in 2020, the Indian Chieftain PowerPlus wins by decision. However, there are less tangible qualities to consider. One is styling, which is in the eye of the beholder, but to us, the Street Glide looks more cohesive, more harmonious. Harley-Davidson has been making variations of this motorcycle since the batwing fairing debuted on the 1969 FLH Electra Glide, so it has had decades to get the formula right. That’s where the Milwaukee-Eight 117’s smoothness comes in too. Cruising down the road on a Street Glide just feels right.

It always seems like a cop out to say “you can’t go wrong with either bike” at the end of a comparison test, but in this case it’s true. Harley and Indian are fierce competitors, so it’s no surprise that they’ve built similar bikes in an effort to attract similar customers: those who want an American-made V-Twin bagger for the open road. Some will choose purely based on brand preference, some will buy based on specs or price, and others will buy purely on emotion. None of them will be wrong.

2025 Harley-Davidson Street Glide

Base Price: $27,749
Price as Tested: $28,599 (Brilliant Red)
Warranty: 2 yrs., unltd. miles
Website: Harley-Davidson.com

ENGINE

Type: Air-/liquid-cooled, transverse 45-degree V-Twin, OHV w/ 4 valves per cyl.
Displacement: 117ci / 1,923cc
Bore x Stroke: 103.5 x 114.3mm
Horsepower: 84.2 @ 4,600 rpm (rear-wheel dyno)
Torque: 112.0 lb-ft @ 3,200 rpm (rear-wheel dyno)
Compression Ratio: 10.3:1
Valve Insp. Interval: NA (self-adjusting)
Fuel Delivery: Electronic Sequential Port Fuel Injection
Lubrication System: Dry sump, 5.0 qt. cap.
Transmission: 6-speed, cable-actuated slip/assist wet clutch
Final Drive: Belt

CHASSIS

Frame: Tubular-steel double cradle w/ two-piece backbone & steel swingarm
Wheelbase: 64 in.
Rake/Trail: 26 degrees/6.7 in.
Seat Height: 26.4 in. (laden)
Suspension, Front: Conventional fork w/ 49mm stanchions, no adj., 4.6 in. travel
Rear: Dual shocks, adj. preload, 3.0 in. travel
Brakes, Front: Dual 300mm floating discs w/ 4-piston calipers, fully linked & ABS
Rear: Single 300mm fixed disc w/ 4-piston caliper, fully linked & ABS
Wheels, Front: Cast, 3.50 x 19 in.
Rear: Cast, 5.00 x 18 in.
Tires, Front: 130/60-B19
Rear: 180/55-B18
Wet Weight: 811 lb
Load Capacity: 549 lb
GVWR: 1,360 lb
Fuel Capacity: 6 gal.
Fuel Consumption: 41.7 mpg
Estimated Range: 250 miles

2025 Indian Chieftain PowerPlus

Base Price: $26,499
Price as Tested: $32,749 (Dark Horse w/ 112 & PowerBand Audio)
Warranty: 2 yrs., unltd. miles
Website: IndianMotorcycle.com

ENGINE

Type: Liquid-cooled, transverse 60-degree V-Twin, SOHC w/ 4 valves per cyl.
Displacement: 112ci / 1,835cc (as tested)
Bore x Stroke: 110.0 x 96.5mm (as tested)
Horsepower: 110.6 @ 5,500 rpm (rear-wheel dyno)
Torque: 122.8 lb-ft @ 3,400 rpm (rear-wheel dyno)
Compression Ratio: 11.4:1 (as tested)
Valve Insp. Interval: NA (self-adjusting)
Fuel Delivery: EFI, 52mm dual-bore throttle body x 2
Lubrication System: Semi-wet sump, 5.0 qt. cap.
Transmission: 6-speed, cable-actuated slip/assist wet clutch
Final Drive: Belt

CHASSIS

Frame: Modular cast-aluminum main frame w/ engine as stressed member & cast-aluminum swingarm
Wheelbase: 65.7 in.
Rake/Trail: 25 degrees/5.9 in.
Seat Height: 26.5 in. (laden)
Suspension, Front: Inverted fork, no adj., 5.1 in. travel
Rear: Single shock, adj. preload w/ remote, 4.5 in. travel
Brakes, Front: Dual 320mm semi-floating discs w/ 4-piston radial calipers, fully linked & ABS
Rear: Single 298mm floating disc w/ 2-piston caliper, fully linked & ABS
Wheels, Front: Cast, 3.50 x 19 in.
Rear: Cast, 5.00 x 16 in.
Tires, Front: 130/60-B19
Rear: 180/60-R16
Wet Weight: 842 lb (as tested)
Load Capacity: 543 lb (as tested)
GVWR: 1,385 lb
Fuel Capacity: 6 gal.
Fuel Consumption: 40.2 mpg
Estimated Range: 240 miles

The post 2025 Harley-Davidson Street Glide vs. Indian Chieftain PowerPlus Comparison Review appeared first on Rider Magazine.

Source: RiderMagazine.com

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2025 Motorcycle of the Year

October 4, 2025 mcnews Leave a comment

There’s never been a better time to be a motorcyclist. We are spoiled for choice these days with a wide variety of models produced by at least 20 major manufacturers spread across multiple continents. The quality, range of features, and performance of today’s motorcycles are truly impressive.

For the past 35 years, Rider’s editors have reviewed the annual batch of new and significantly updated motorcycles and winnowed them down to a handful of finalists. The Motorcycle of the Year is the one we believe best fulfills its intended purpose and advances the state of motorcycle design, performance, and function.

Since last year’s MOTY (2024 BMW R 1300 GS), at least 117 new/updated street-legal motorcycles have been announced, everything from adventure bikes and dual-sports to bobbers, cafe racers, cruisers, electric bikes, luxury-tourers, minibikes, naked bikes, retro-style bikes, scooters, scramblers, sport-tourers, sportbikes, supermotos, and three-wheelers. Notably, naked bikes (37 announced, 32% of the total) and adventure/dual-sport bikes (25 announced, 21% of the total) were the leading types this year.

For the 2025 Motorcycle of the Year, we narrowed these 117 eligible contenders down to 10 finalists and one winner.

2025 Motorcycle of the Year Finalists

1. BMW R 1300 RT

2025 Motorcycle of the Year Finalist BMW R 1300 RT

After launching the radically redesigned R 1300 GS for 2024 (Rider’s MOTY), it didn’t take long for BMW to propagate the new platform to its other R-series models. But the R 1300 RT isn’t just a GS with a bigger windscreen and fairing; it has been completely overhauled to improve comfort and convenience for the rider and passenger. And the new Dynamic Chassis Adjustment option is a gamechanger.

Read our BMW R 1300 RT review

2. CFMOTO 450CL-C

2025 Motorcycle of the Year Finalist CFMOTO 450CL-C

CFMOTO has been on the gas, expanding its lineup of motorcycles and improving existing models. The China-based company, which also builds motorcycles and engines for KTM and other brands, has mastered the art of modularity. Its 449cc parallel-Twin is found in a sportbike, a naked bike, an adventure bike, and the new bobber-styled 450CL-C cruiser – a peppy, stylish bike priced at just $5,799.

Read our CFMOTO 450CL-C review

3. Harley-Davidson Heritage Classic

2025 Motorcycle of the Year Finalist Harley-Davidson Heritage Classic

The Motor Company updated its Softail line with three variants of its Milwaukee-Eight 117 (Classic, Custom, and High Output) and adding standard cruise control and lean-sensitive electronic rider aids across six models: Breakout, Fat Boy, Heritage Classic, Low Rider S, Low Rider ST, and Street Bob. For its versatility, easy-going nature, and timeless style, the Heritage Classic is our favorite.

Read our Harley-Davidson Softail Cruisers review

4. Honda NT1100 DCT

2025 Motorcycle of the Year Finalist Honda NT1100 DCT

After a long hiatus (since the ST1300 was dropped in 2013), Honda returned to the sport-touring segment with the NT1100 DCT, powered by the 1,084cc Unicam parallel-Twin from the Africa Twin and available in the U.S. only with the automatic Dual-Clutch Transmission. It needs a larger windscreen and saddlebags are optional, but the NT has the power, performance, and comfort to go the distance.

Read our Honda NT1100 DCT review

5. Indian Chieftain PowerPlus

2025 Motorcycle of the Year Finalist Indian Chieftain PowerPlus

Just like the Reese’s Peanut Butter Cup is “two great tastes that taste great together,” Indian’s new-for-2025 Chieftain PowerPlus combines the Chieftain’s handlebar-mounted fairing with the liquid-cooled V-Twin from the Challenger (Rider’s 2020 MOTY). Our review in the June issue called it “one of the best baggers in America.”

Read our Indian Chieftain PowerPlus review

6. KTM 390 Adventure R

2025 Motorcycle of the Year Finalist KTM 390 Adventure R

At a time when some adventure bikes weigh close to 600 lb and cost well over $25,000, it’s refreshing to see lighter, more affordable ADVs enter the market. Built in India by Bajaj, the KTM 390 Adventure R punches above its weight (just 388 lb) and offers adjustable suspension, electronics, and rally styling for $6,999. A street-oriented, lower-spec X version has a shorter seat and costs just $5,899.

Read our KTM 390 Adventure R review

7. Royal Enfield Guerrilla 450

2025 Motorcycle of the Year Finalist Royal Enfield Guerrilla 450

It seems like every time we turn around, Royal Enfield launches a new model. For 2025, it added the Bear 650, Classic 650, and Guerrilla 450 to its lineup. The Guerrilla 450, powered by the same 452cc Single as in the Himalayan 450 (the first liquid-cooled engine in Royal Enfield’s 124-year history), is a stylish, playful roadster that’s easy to ride and easy on the wallet.

Read our Royal Enfield Guerrilla 450 review

8. Suzuki DR-Z4S

2025 Motorcycle of the Year Finalist Suzuki DR-Z4S

Suzuki’s DR-Z400S was a stalwart of the dual-sport world for two decades. It was finally updated for 2025 with a revised 398cc Single that’s now fuel-injected, a new steel twin-spar frame, useful electronic rider aids, fresh styling, and more. The lightweight machine is as fun as ever on both road and trail, and for those who prefer pavement or kart tracks, there’s a DR-Z4SM supermoto version.

Read our Suzuki DR-Z4S review

9. Triumph Speed Triple 1200 RS

2025 Motorcycle of the Year Finalist Triumph Speed Triple 1200 RS

The Triumph Speed Triple, launched as a brash streetfighter in 1994, has spent the last three decades growing up, becoming stronger, more refined, and more sophisticated. It packs a helluva punch (180 hp and 94 lb-ft of torque), and with the addition of Öhlins SmartEC3 electronic suspension with objective-based tuning, it has become one of the sharpest – and most comfortable – sportbikes you can buy.

Read our Triumph Speed Triple 1200 RS review

10. Yamaha YZF-R9

2025 Motorcycle of the Year Finalist Yamaha YZF-R9

In 2022, Yamaha launched the YZF-R7, a fully faired middleweight sportbike based on the MT-07 naked bike, which was a more affordable and more accessible option than the now-defunct R6. This year, Yamaha applied the same formula to the MT-09 and introduced the YZF-R9, which offers more of a supersport riding experience without blowing the budget, retailing for $12,499 vs. $18,499 for a YZF-R1.

Read our Yamaha YZR-R9 review

And the 2025 Motorcycle of the Year winner is…

Can-Am Canyon Redrock

When BRP’s Can-Am brand entered the on-road market for 2008 with the three-wheeled Spyder, we weren’t sure what to think. With its two-wheels-in-front “Y-architecture,” it reminded us of a snowmobile for the street – which is no surprise, since Quebec-based BRP also produces snowmobiles under the Ski-Doo brand.

We treated that first Can-Am Spyder RS like we would any other test bike: We hit the road, traveling more than 2,600 miles across four states. We were impressed with its comfort, storage capacity, and ahead-of-its-time Vehicle Stability System, which combined anti-lock braking, electronic brake-force distribution, stability control, traction control, and dynamic power steering. The Spyder’s handling took some getting used to, but it was far superior to a traditional two-wheels-in-back trike or a sidecar.

With the Spyder, BRP created a new category it calls “roadster,” one that has enlarged the powersports pie instead of shifting customers from one slice to another. Its Y-configuration eliminated one of the biggest barriers for non-motorcyclists: having to balance and lean. Spyders drew in customers who had never been in dealerships before, as well as a significant percentage of women.

What started out as a single model 17 years ago to test the viability of a three-wheel vehicle (3WV) in the market has since grown to include four model families: the compact, affordable Ryker; the cruiser-style Spyder F3; the touring-focused Spyder RT; and the new adventure-ready Canyon. In all, there are 13 models to choose from. More than 300,000 Can-Am 3WVs have been sold worldwide – a force to be reckoned with by any measure.

With the Canyon model family (Canyon, Canyon XT, and Canyon Redrock) launched this year, BRP says it wants to “democratize all roads” – to make adventure accessible to more people, not just those who have the skills or the inseam to handle a tall, 600-lb adventure bike. As a 3WV, the Canyon won’t tip over, so riders need not fear the limited traction of unpaved roads. And a tall seat height – another major obstacle for many riders – is a nonissue.

All Canyons are powered by the smooth Rotax 1330 ACE inline-Triple that’s rated at 115 hp at 7,250 rpm and 96 lb-ft of torque at 5,000 rpm and equipped with a 6-speed semi-automatic transmission with reverse. With their extra suspension travel and ground clearance, the Canyons tackle rough unpaved roads with ease, and the Rally ride mode allows playful hooning around. We’re most impressed by the top-of-the-line Canyon Redrock, which is equipped with KYB Smart-Shox semi-active suspension, a back-up camera, luggage, and numerous adventure-ready features.

For nearly two decades, BRP’s Can-Am brand has been knocking down barriers and bringing more on-road riders into the fold, and we applaud its efforts. It has taken an unconventional approach, one that created a unique segment of passionate and loyal 3WV owners. And with its new Pulse and Origin electric motorcycles, Can-Am continues to march to its own drummer. That sort of creativity, fortitude, and vision are worth celebrating.

Congratulations to BRP for the Can-Am Canyon Redrock, Rider’s 2025 Motorcycle of the Year!

The post 2025 Motorcycle of the Year appeared first on Rider Magazine.

Source: RiderMagazine.com

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2025 Harley-Davidson Fat Boy Gray Ghost Icons Collection Preview

May 8, 2025 mcnews Leave a comment

Continuing the Harley-Davidson Icons Motorcycle Collection is the 2025 Harley-Davidson Fat Boy Gray Ghost. This motorcycle, like others in the Icons collection, is a limited-production model, and each unit is serialized with its unique model number.

The Fat Boy Gray Ghost is immediately recognizable by its Reflection finish that makes the fuel tank and fenders appear as if they were dipped in chrome but holds up against corrosion better than chrome. The finish is created using the physical vapor deposition process, also known as thin film coating, and then painted over with a standard clear coat. This model includes the first large parts to use this process on a production H-D motorcycle, although it has been used before for small details.

Completing the shiny look are chrome side covers and a frame finished in bright silver powdercoating. Adding a pop of color are yellow accents on the lower rocker covers, powertrain covers, and tank console insert, and the round air cleaner harkens back to the original 1990 Fat Boy. Other details include a leather seat with lacing and tassels, a black leather tank strap with laced edging, fuel-tank medallions with winged graphics, a commemorative tank console insert, and Icons Collection medallion on the rear fender.

The Harley-Davidson Fat Boy Gray Ghost is an homage to the original 1990 Fat Boy that was inspired by a custom Softail created in 1987 at Harley-Davidson Montreal. An example was sent to Milwaukee, where a styling team led by Willie G. Davidson and Louie Netz created a production version, calling it the Fat Boy.

“On the 1990 Fat Boy model, the wheels are the defining characteristic,” wrote Davidson in his book 100 Years of Harley-Davidson. “The idea was to create a distinctive look using solid-cast disc wheels. We pushed this distinction further with a silver monochromatic paint job and silver powder-coated frame. Since the entire bike was silver, we needed something bright to set it off. I added yellow trim to the rocker boxes, the derby cover, the timer cover, and the ignition switch. We built a Fat Boy prototype, and I took it to Daytona so we would get one-on-one feedback from the riders.”

The Fat Boy was cemented in popularity with its appearance in Terminator 2: Judgement Day in 1991, in which Arnold Schwarzenegger rides a Fat Boy through Los Angeles in a chase scene. In its 35-year history, the Fat Boy has been updated and improved a few times but still retains its original appeal as a bike that takes styling cues from the 1949 Hydra-Glide but with a modernized twist.

Like other 2025 Fat Boys, the Harley-Davidson Fat Boy Gray Ghost is powered by a Milwaukee-Eight 117 Custom engine that delivers a claimed 101 hp and 122 lb-ft of torque. It features three ride modes, cornering antilock braking, cornering traction control, cornering drag torque slip control, tire-pressure monitoring, all-LED lighting, a USB-C power port, and a 5-inch LCD screen below the analog speedometer. It also features Lakester cast-aluminum wheels that are exclusive to the Fat Boy and Michelin Scorcher 11 tires.

The 2025 Harley-Davidson Fat Boy Gray Ghost is limited to 1,990 units globally and has an MSRP of $25,399.

Visit the Harley-Davidson website for more information.

Check out more new bikes in Rider’s 2025 Motorcycle Buyers Guide 

The post 2025 Harley-Davidson Fat Boy Gray Ghost Icons Collection Preview appeared first on Rider Magazine.

Source: RiderMagazine.com

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2025 Harley-Davidson Softail Cruisers Video Review

April 23, 2025 mcnews Leave a comment

2025 Harley-Davidson Softails Review Harley-Davidson Low Rider S — 2025 Harley-Davidson Low Rider S (Photo by Brian J. Nelson and Kevin Wing)

Harley-Davidson has made significant updates to its Softail cruiser lineup, even though they look almost identical to the previous versions. They’ve got more power, more tech, and fresh colorways. The six Softails in the current lineup are the Heritage Classic, Street Bob, Fat Boy, Breakout, Low Rider S, and Low Rider ST. They’re powered by three variants of updated 117ci Milwaukee-Eight V-Twins: Classic, Custom, and High Output.

We took them for spins around Austin, Texas, diving into the myriad changes to find out which Softail we like most. Each model has its purpose and its own character, but a couple stood out from the rest.

Read our 2025 Harley-Davidson Softail Cruisers Review

2025 Harley-Davidson Softail Specs

Base Price: $17,199 – $24,199
Website: Harley-Davidson.com
Warranty: 2 yrs., unltd. miles
Engine Type: Air-cooled, transverse 45-degree V-Twin, pushrods w/ 4 valves per cyl.
Displacement: 117ci / 1,923cc (Classic; Custom; High Output)
Bore x Stroke: 4.075 x 4.5 in. / 103.5 x 114.3mm
Horsepower: 98 hp @ 4,600 rpm; 104 @ 4,800; 114 hp @ 5,000
Torque: 120 lb-ft @ 2,500 rpm; 126 @ 3,000; 128 @ 4,000
Transmission: 6-speed, cable-actuated wet clutch
Final Drive: Belt
Wheelbase: 63.6-66.7 in.
Rake/Trail: Varies by model
Seat Height: 25.6-27.0 in. (laden, factory claim)
Wet Weight: 670-728 lb
Fuel Capacity: 3.5-5.0 gal.

GEAR UP

Helmet: Shoei GT-Air 3
Jacket: Highway 21 Motordrome
Airbag: Alpinestars Tech-Air 3
Gloves: Alpinestars GPX V2
Pants: Saint Unbreakable
Boots: Harley-Davidson Hagerman

The post 2025 Harley-Davidson Softail Cruisers Video Review appeared first on Rider Magazine.

Source: RiderMagazine.com

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2025 Harley-Davidson Softail Cruisers Review

April 23, 2025 mcnews Leave a comment

2025 Harley-Davidson Softails Review Harley-Davidson Low Rider ST — 2025 Harley-Davidson Low Rider ST (Photos by Brian J. Nelson and Kevin Wing)

Harley-Davidson has made significant updates to its Softail cruiser lineup, even though they look almost identical to the previous versions. They’ve got more power, more tech, and fresh colorways. We took them for spins around Austin, Texas, diving into the myriad changes to find out which Softail we like most. 

There are now six Softails – the Fat Bob was pruned from the lineup – and what remains are the Heritage Classic, Street Bob, Fat Boy, Breakout, Low Rider S, and Low Rider ST. They’re powered by three variants of updated 117ci Milwaukee-Eight V-Twins: Classic, Custom, and High Output.

2025 Harley-Davidson Softails Review — Softail prices range from $17,199 to $24,199. Seen in this lineup are (left to right) the Low Rider ST, Fat Boy, Low Rider S, Street Bob, Breakout, and Heritage Classic.

Cylinder heads borrowed from the recent 117/121 CVO and Grand American Touring bikes are the main reason for the increase in power across the Softail line. Designed for improved performance and efficiency, they also use the updated oil-routing passages for the oil-cooled heads, which is purported to reduce heat during low-speed operation.

Also new is a contoured aluminum intake manifold that creates a smoother transition from the round throttle body to the oval intake ports. Exhaust systems were redesigned to minimize high frequencies so that the bass volume from a pair of 961.5cc cylinders could be emphasized.

All Softails are now fitted with a 6-axis Inertial Measurement Unit that tracks lean angles, g-forces, and speeds to enable cornering ABS and lean-sensitive traction control. The Softails also now include selectable ride modes that affect throttle response, power delivery, and the parameters for cornering ABS and traction control.

2025 Harley-Davidson Softails Review Harley-Davidson Street Bob — To test the efficacy of the Softails’ new IMU-based traction control, Harley sent us out on an outrigger-equipped Street Bob to ride through a gravel-laced corner on a test course. It was interesting to feel the early TC intervention in Rain mode, then feel it loosen up in Road and Sport modes.

Also new to the standard-equipment list across all Softails are cruise control, tire-pressure monitoring, and USB-C charging points. New gauges feature analog speedometers above multifunction LCD panels that display ride modes and other information. New switchgear on the handlebars offers higher-quality tactile responses, and the front brake lever is now adjustable for reach.

Suspension has straight-rate springs replacing progressive coils for “a better balance between the springs and damping,” says H-D, adding that the straight-rate fork springs provide more predictable performance and feel.

Getting the opportunity to ride six bikes over two days was an unusual situation, allowing us to hone in on which Softail is our favorite. We’ll save the best for the last.

2025 Harley-Davidson Fat Boy

2025 Harley-Davidson Softails Review Harley-Davidson Fatboy — All Softail lighting is now LED, including the turnsignal lamps that formerly were incandescent.

The combination of wide tires on disc-style wheels gives the Fat Boy (starting at $22,599) a commanding presence, and its appearance in 1991’s Terminator 2: Judgement Day earned it a place in pop-culture history. The Fat Boy and its steamroller stance remains one of Harley’s most iconic models, but it’s my least favorite Softail.

The Fat Boy is powered by the Custom variant of the new 117 M-8s, which boasts 11% more horsepower and 6% more torque than the 114ci powerplant in the previous Fat Boy. Harley says it cranks out 104 hp and 126 lb-ft.

You can identify the Custom engine by its Touring-style airbox (claimed to offer 50% more volume than the Ventilator used on the previous Fat Boy) and 2-into-2 exhaust – the only Softail motor not fitted with a 2-into-1.

This Boy hits the road with 6.3 inches of rubber up front and 9.4 at the rear: 160/60-18, 240/40-18 Michelin Scorcher radials. Lakester cast-aluminum wheels feature a machined inner section that mimics the solid discs of the original Fat Boy. The wide theme continues with the “beer can” covers over the 49mm Showa fork held by aluminum triple clamps.

GEAR UP

Helmet: Shoei GT-Air 3
Jacket: Highway 21 Motordrome
Airbag: Alpinestars Tech-Air 3
Gloves: Alpinestars GPX V2
Pants: Saint Unbreakable
Boots: Harley-Davidson Hagerman

To me, fat tires are like platform shoes – what is gained by a badass appearance is lost from its dynamic performance. Wider tires make any motorcycle feel less agile and heavier, simple as that. And with 25.6 degrees of lean angle before its footboards scuff the road, it digs in sooner than all the other Softails.

2025 Harley-Davidson Breakout

2025 Harley-Davidson Softails Review Harley-Davidson Breakout — 2025 Harley-Davidson Breakout

The Breakout (starting at $23,099) is essentially a Fat Boy with a skinnier front end. The 240mm rear tire remains, but up front is a narrower and taller 130/60-21 Scorcher to give it a raked-out chopper stance. The lighter wheels and tires help trim 13 lb from the Fat Boy’s 694-lb curb weight. It shares the Custom engine with its Boy brother, which feels and sounds burly and has smooth but reactive throttle responses.

2025 Harley-Davidson Softails Review 2025 Harley-Davidson Breakout — 2025 Harley-Davidson Breakout in Brilliant Red

While the Fat Boy uses a console-mounted 5-inch gauge, the Breakout has a 4-inch display mounted to its handlebar. The forward-canted position of the handgrips makes a rider feel engaged, and the forward-mount footpegs are able to accommodate longer legs.

The Breakout’s narrower front tire sends clearer messages through the bars than the duller feedback from the Fat Boy’s chunky rubber, and it steers more neutrally too. Still, the 240mm rear tire isn’t ideal for unwinding twisty roads, and a rider can feel the bike want to run wide when accelerating out of corners.

Brakes are shared with the Fat Boy, a 4-piston front caliper paired with a 300mm disc and a 2-piston rear caliper with a 292mm disc. They’re plenty adequate, but they pale in comparison to the dual-disc front end on the Low Riders.

2025 Harley-Davidson Street Bob

For a bar-hopping scoot, the Street Bob (starting at $17,199) could be the best Softail of them all. Its narrower and lighter wheels/tires offer better suspension compliance than its fat-tired brethren, helping the 646-lb Bob feel 100 lb lighter than the Boy, even if the difference is only 48 lb.

The Street Bob shares the Classic engine tuning with the Heritage Classic, which can be identified by their round air cleaners. Rated at 98 hp and 120 lb-ft, the Classic variant is the least powerful 117 of the group, but it offers 4% more hp and 1% more torque than the Bob’s previous 114ci M-8, which was anything but sluggish.

As the most stripped-down Softail, the Street Bob has elemental beauty and a raw bobber attitude, with chopped fenders and the smallest fuel tank in the lineup: 3.5 gallons compared to the 5-gallon tanks on the other Softails. It’s also the least expensive of the bunch.

Straddling the low 26.8-inch seat (H-D prefers stating seat heights with riders aboard, i.e. “laden,” which is listed at 25.8 inches), a rider’s hands have a long reach up to the handlebar. The mini-apes made it difficult for me to keep my hands on the grips when the steering sweep was at full lock, and the tall handlebar adds leverage that a rider can feel flexing in its rubber mounts when shoving the grips at a standstill or when hard on the brakes.

Agility is the greatest asset of the Street Bob, feeling nearly as nimble as the old Sportsters (R.I.P.) but with a massive dose of extra power. And with 28.5 degrees of available lean angle, it’s behind only the Low Riders for maximum tilt when leaned over in corners.

The Street Bob’s most contentious aspect is its mid-mount footpegs. They are positioned fine for my body size, but long-legged riders complain they feel cramped. Adding a set of forward controls might be a simple solution for tall riders.

For some, the mid pegs and the small fuel tank might be dealbreakers. For an American-made bar-hopper, it doesn’t get better than this.

2025 Harley-Davidson Low Rider S

If you’ve got a sportbiker attitude, the Low Rider S (starting at $20,499) is the best Softail for you. It’s spritely and engaging, ready to romp at a moment’s notice with its performance-oriented components and the most powerful Softail motor.

The Low Riders are fitted with the High Output version of the 117s, with 11% more horses than last year’s 117. Key to the newfound grunt are the cams used in the CVO Road Glide ST that shift the powerband higher. Torque hits hardest all the way up at 4,000 rpm with 128 lb-ft, while power peaks at 5,000 rpm with 114 hp.

Low Rider ergonomics put riders in a sporty crouch, with forward-mount handlebars and mid-mount footpegs. The 4-inch gauge sitting front and center is minimalistic but functional.

As befitting a West Coast-style performance cruiser, the Low Riders have the best front ends of the bunch. A 43mm inverted fork offers well-damped suspension action, and dual 4-piston calipers bite firmly on 300mm discs. A longer rear shock yields an extra inch of rear-wheel travel, a relatively generous 4.4 inches, along with 5.1 inches up front.

A curvy road without traffic is the Low Riders’ preferred playground, able to be leaned over 31.3 degrees before scuffing footpegs. The High Output motor doesn’t feel deficient at lower revs, but it really comes alive when ridden at the other end of the tachometer. Happily, H-D extended the Low Riders’ rev limit from 5,600 rpm to 5,900 rpm, providing a few extra furious revs to play with.

The Low Rider S is the sportiest Softail, but it’s not my favorite.

2025 Harley-Davidson Heritage Classic

This Softail (starting at $22,999) is perfectly named, as it provides classic styling that leans on H-D’s heritage with similar bikes that stretch back to the 1950s. Nostalgia is the play here. What surprised me was how well this retro machine performs in contemporary terms.

2025 Harley-Davidson Softails Review Harley-Davidson Heritage Classic — The Heritage Classic is fitted with cast-aluminum wheels as standard equipment, while the tubeless laced wheels on our test bikes are optional.

Brad Richards, H-D’s VP of design, told us that customers now want bolder colors and designs, adding that chrome finishes are making a comeback. On the Heritage, a mix of black and chrome finishes is used throughout, and new colorways are slightly more daring.

Like the Fat Boy, the Heritage uses a 5-inch instrument panel mounted on the tank console. Riders enjoy a cushy seat with the largest pillion perch in this lineup, and hands have a natural reach to the grips. Footboards offer a variety of leg positions to alleviate cramping.

The Classic tuning of its M-8 has the lope-for-days cadence that makes a rider feel like going farther than whatever destination is on your itinerary. Like all M-8s, the gearbox is a bit clunky but has positive engagement, feeling more appropriate on the Heritage than the Low Riders.

The quick-release windshield provides excellent protection and allows riders to cruise with helmet faceshields open, and the new 2-into-1 exhaust enables symmetrical saddlebags that marginally increase storage capacity.

For its versatility and easy-going nature, the Heritage Classic nearly nabbed my top spot in Softails, but the next bike speaks to me most directly.

2025 Harley-Davidson Low Rider ST

I’m a fan of H-D’s baggers, and I appreciate how the Pan America has expanded the definition of the MoCo, but the Low Rider ST (starting at $24,199) might be my favorite current Harley. It combines a hot-rodded air-cooled V-Twin with performance-oriented brakes and suspension, topping it off with a reasonable amount of wind protection and the road-trip ability of locking saddlebags.

Pretty much everything said about the Low Rider S applies to the LRST. The differences are only the addition of that cool FXRT-inspired fairing and color-matched hardshell saddlebags. The new 2-into-1 exhaust allows the right saddlebag to be symmetrical with the left and increase storage volume.

The West Coast club-style appearance isn’t for everyone, but the versatility provided by the fairing and bags – along with the natural beauty of an air-cooled engine – hits a sweet spot in my heart. Harley describes the LRST as “a weekend escape machine,” a PR claim I can’t refute.

The updated Softails break no new ground, but they do advance the cruiser ball forward by incorporating the latest technology along with a welcome boost of power. The formula of an air-cooled motor in a low-slung chassis has enduring appeal.

Check out more new bikes in Rider’s 2025 Motorcycle Buyers Guide

2025 Harley-Davidson Softail Specs

Base Price: $17,199 – $24,199
Website: Harley-Davidson.com
Warranty: 2 yrs., unltd. miles
Engine Type: Air-cooled, transverse 45-degree V-Twin, pushrods w/ 4 valves per cyl.
Displacement: 117ci / 1,923cc (Classic; Custom; High Output)
Bore x Stroke: 4.075 x 4.5 in. / 103.5 x 114.3mm
Horsepower: 98 hp @ 4,600 rpm; 104 @ 4,800; 114 hp @ 5,000
Torque: 120 lb-ft @ 2,500 rpm; 126 @ 3,000; 128 @ 4,000
Transmission: 6-speed, cable-actuated wet clutch
Final Drive: Belt
Wheelbase: 63.6-66.7 in.
Rake/Trail: Varies by model
Seat Height: 25.6-27.0 in. (laden, factory claim)
Wet Weight: 670-728 lb
Fuel Capacity: 3.5-5.0 gal.

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Source: RiderMagazine.com

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2025 Harley-Davidson CVO Road Glide RR Preview

March 4, 2025 mcnews Leave a comment

MotoAmerica’s King Of The Baggers series has exploded in popularity since it debuted in 2020, featuring Harley-Davidson and Indian motorcycles pushed to the limits of bagger performance. Now customers will be able to purchase a race-spec Harley-Davidson CVO Road Glide RR streetbike for themselves. If they’ve got deep enough pockets.

Harley-Davidson’s CVO Road Glide RR will be a limited-production model of only 131 hand-assembled units available through select Harley dealers in the U.S. with a whopping MSRP of $110,000. For that chunk of change, customers will get the most powerful production Harley Big Twin ever offered in the MoCo’s 122-year history, complete with a race-ready chassis, an intricate a CNC-machined billet swingarm, and championship-winning racing components.

Starting with the engine, the Harley-Davidson CVO Road Glide RR is powered by a Stage IV Screamin’ Eagle 131ci (2,147cc) V-Twin that makes a claimed 153 hp at 5,750 rpm and 150 lb-ft of torque at 4,750 rpm, with a redline elevated from 5,900 rpm to 6,500 rpm. It features a gaping 68mm throttle body and a CNC-ported intake manifold, with fuel flowing through CNC-ported cylinder heads and combustion chambers and 2mm-larger valves. The 34mm exhaust valves are made from expensive Inconel to resist fatigue. The 2-into-1 Akrapovič full-titanium exhaust is 10 lb lighter than the standard Milwaukee-Eight exhaust.

The CVO Road Glide RR is also equipped with top-shelf Öhlins suspension components. Up front is an inverted 43mm Öhlins FGR Hypersport Superbike fork, and in the rear are Screamin’ Eagle Öhlins Remote Reservoir shocks. The fully adjustable suspension raises the motorcycle ride height by 2 inches for an increased lean angle of 36 degrees on the right and 35 degrees on the left (an increase of 3 degrees left and right compared to the CVO Road Glide ST).

Premium braking components include Superbike-spec Brembo GP4-RX CNC 4-piston front calipers paired with 320mm Brembo T-Drive rotors that cost more than $600 each. In the rear, a 4-piston Brembo caliper bites a 300mm rotor.

For a weight reduction of 50 lb compared to the CVO Road Glide ST, the CVO Road Glide RR features titanium, carbon-fiber, and aluminum components. The mufflers and exhaust headers are titanium, and exhaust shields are carbon-fiber. A woven carbon-fiber composite is used on the front and rear fenders, side covers, tank console, fork nacelle, and radiator shroud, and a carbon-fiber and Kevlar layup is used on the front fairing and saddlebags.

The clutch basket was created from high-strength 7075 billet aluminum. Other billet aluminum is found on the powertrain covers, intricate swingarm, and footpegs. The bike’s as-shipped weight is a claimed 750 lb.

Creating a race-ready riding position are new mid-mount foot controls, a solo seat that has a laden seat height of 28.9 inches (2.3 inches higher than the standard Road Glide), a Moto Bar handlebar, and a 6-inch handlebar riser. The seat’s raised rear bolster and padded pommel on the rear of the fuel tank help keep the rider in place during aggressive riding.

The Harley-Davidson CVO Road Glide RR comes with Harley’s Rider Safety Enhancements, including cornering ABS and traction control, cornering Drag Torque Slip Control, Vehicle Hold Control, electronically linked brakes, and tire-pressure monitoring. Riders can switch through the nine available ride modes to adjust the performance and intervention levels of these technologies.

Ride modes include the normal Road, Sport, and Rain modes, and the RR gets four custom modes that allow the rider to select their preferences for torque delivery, engine braking, throttle response, traction control, and ABS. Track mode, developed with input from H-D Factory Team racer Kyle Wyman, is designed for best performance in a racetrack environment. Finally, Track Plus mode is designed for experienced riders to gain maximum control. Compared to Track mode, Track Plus disables electronically linked braking entirely and further reduces ABS and traction control.

The RR also debuts the new Harley-Davidson Audio powered by Rockford Fosgate Stage III audio system with a four-channel, 500-watt amplifier powering 6.5-inch speakers mounted in the fairing. Additional features include a 5-inch dark smoke Wind Splitter windshield, and a 12.3-inch touchscreen display with Apple CarPlay and over-the-air software updates via wi-fi.

The bike’s livery is inspired by the 2025 Harley-Davidson Factory Racing Team motorcycles competing in the King Of The Baggers series. It features Solid Racing Orange color that fades into a series of bars that form the shape of the Bar & Shield logo. Some areas of bodywork feature a clearcoat finish that reveals the carbon-fiber weave pattern, and there’s a white “Screamin’ Eagle” graphic on the fuel tank and fairing sides. The engine is finished in Hog Black with Racing Orange highlights, and the cast-aluminum wheels are finished in Gloss Black with red “CVO RR” laser-etched on the front wheel. For such a high-spec machine, we were surprised to not see a set of lightweight forged-aluminum wheels, but race-team manager Jason Kehl says that none were currently available that could handle the bagger’s weight.

The Road Glide RR will become available in May, and it’s back by a 24-month unlimited miles limited warranty. Find more information on the Harley-Davidson website.

Check out more new bikes in Rider’s 2025 Motorcycle Buyers Guide

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2025 Harley-Davidson Models Unveiled

January 24, 2025 mcnews Leave a comment

The remainder of the 2025 Harley-Davidson lineup has been revealed, with a new Ultra version of the popular Street Glide, a street-ified Pan America, and tweaks to various cruisers. Also in the lineup are four new CVO models.

2025 Harley-Davidson Street Glide Ultra

We’ve seen Ultra variants of various Harleys over the years but never on a FLHX Street Glide. That changes in 2025 with the new FLHXU. Like previous H-D Ultras, this one is equipped with a more robust touring setup that includes fairing lowers to shelter legs, a well-padded passenger seat with a large backrest and armrests, and a nicely sized Tour Pak topped with a luggage rack.

In the engine room is… unknown at press time. H-D gave us access to limited details of the newly released bikes before their official reveal on Jan. 23. Here’s what we know so far.

Harley says vaguely that the FLHXU “combines the comfort, technology, performance and design elements introduced on the 2024 Street Glide, with new features intended to support two-up, long-haul travel for riders seeking freedom and adventure.”

2025 Harley-Davidson Pan America 1250 ST

The Pan America has been one of Harley’s few success stories of bikes produced with liquid-cooled engines. It makes for a surprisingly good adventure bike, and it really excels on twisty roads when its 150-hp 1,250cc V-Twin can be unleashed.

2025 Harley-Davidson Pan America ST — The 2025 Pan America ST features a 17-inch front wheel/tire combo for more confident handling on twisty paved roads.

The 2025 Pan America 1250 ST leans heavier on the pavement side of roads, using a 17-inch front wheel instead of the regular Pan America’s 19-inchers. Wheels, including the 17-inch rear, are cast aluminum. Other than the black paint with snazzy red pinstriping, the bike doesn’t reveal many other changes.

“The Pan America 1250 ST model, says Harley, “is a dynamic adventure-sport motorcycle that can be a practical daily ride, an exciting backroad apex chaser, and a capable weekend touring mount.”

2025 Harley-Davidson Cruisers

New to Harley’s 2025 Cruiser collection are six refreshed models in its Softail lineup: the club-style Low Rider S and ST, the nostalgic Heritage Classic, the iconic Fat Boy, the badass Street Bob, and the fat-tire Breakout.

2025 Harley-Davidson Street Bob — This is the only view we received of the updated Street Bob.

Not much more was shared about these models, but we do know that each will feature a 117ci Milwaukee-Eight V-Twin for power. We suspect that the Low Riders will feature a High Output variant of the 117ci mill, as seen in certification documents. Expect power to jump from 103 hp to 114 horses and for weight to be trimmed slightly.

2025 Harley-Davidson Sportster S

The Sportster S and its Revolution Max engine sourced from the Pan America entertained us when ridden at its launch in 2021. It was fast and looked distinctive but with an old-school flat-track vibe.

“Its light weight, technology features, and bold design appeal to experienced riders, new riders, and those ready to step away from the crowd on a motorcycle that discards traditional styling tropes,” H-D says inspirationally.

The 2025 Harley-Davidson Sportster S gets a praiseworthy 60% increase in rear suspension travel – hallelujah!

The bike’s most obvious shortcoming was found in the rear suspension, with only 2.0 inches of travel. This appears to have been addressed in the 2025 Sportster S.

Harley says the front and rear suspension components have been revised and revealed a 60% increase in rear-wheel travel. That computes to 3.2 inches of stroke to smooth out bumps. Both ends are fully adjustable for compression and rebound damping and spring preload. The suspension tweaks apparently haven’t affected the bike’s 29.6-inch seat height.

2025 Harley-Davidson CVO (Custom Vehicle Operation)

Harley-Davidson CVO models are the crème de la crème of the MoCo’s lineup, always with the latest features and stunning paintwork. The 2025 editions comprise four models that “offer discerning riders super-premium, limited-production motorcycles.”

2025 Harley-Davidson CVO Road Glide ST — Here’s a look at the CVO Road Glide ST. Harley is playing coy with photos that don’t reveal much.

Naturally, there are CVO versions of Harley’s most popular models: the Street Glide and the Road Glide baggers, plus a CVO Road Glide ST, which is the MoCo’s racing-inspired bagger that debuted last year and was powered by an exclusive Milwaukee-Eight 121 H.O. engine.

Joining the CVO party for the second time is the versatile Pan America. It will be outfitted with special paint and a bunch of off-road accessories. “It’s capable of seeking adventure where any paved and unpaved route leads its rider.”

Stay tuned here for additional information and prices as they become available.

Check out more new bikes in Rider’s 2025 Motorcycle Buyers Guide

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2025 Harley-Davidson Models Announced

January 4, 2025 mcnews Leave a comment

2025-Harley-Davidson-Touring-Models — Harley’s best-selling models include the Street Glide (center), the Road Glide (left), and the Road King Special (right).

Harley-Davidson has revealed motorcycles in its 2025 lineup, with new colorways for several returning models, plus its new Factory Custom Paint & Graphics program which adds eye-catching paint-and-graphics schemes.

Bigger news from H-D will arrive on January 23 when new models will be announced along with the latest Custom Vehicle Operation (CVO) collection of bikes.

Check out all of our Harley-Davidson news and reviews.

2025-Road-Glide-Blue-Burst — Harley calls this colorway Blue Burst.

Harley-Davidson Factory Custom Paint & Graphics

This program offers premium paint-and-graphics schemes on select motorcycle models. Customers receive a motorcycle with exclusive paint and graphics without the expense or downtime associated with custom paint applied by a third party, and it’s backed by a full factory warranty.

For 2025, three Harley-Davidson Factory Custom Paint & Graphics offerings will be available on select models. Each paint set features a special black tank medallion with chrome accents and a mother-of-pearl textured background in either purple or orange.

Mystic Shift offers a dramatic hue shift which travels from a dark gunmetal to purple to blue to almost orange and is especially apparent in full sunlight when walking around the motorcycle.

The Firestorm option is available in two colorways, responding to the trend for flame details in paint. They feature a “ghost fade” or inner-fade effect, in which the fade color is slightly brighter than the basecoat. In certain angles, the flames pop dramatically but are subtle in others.

2025-Street-Glide-Midnight-Firestorm — The Street Glide is back in black for 2025, here in its Midnight Firestorm colorway with ghost-flame accents from Harley’s Factory Custom Paint & Graphics options.

The Midnight Firestorm features ghosted flames over a Vivid Black base with a charcoal inner glow. Whiskey Firestorm features an added mid-coat for a deeper orange shade with Ember Sunglo ghost flames and a brighter orange inner glow.

The Grand American Touring platform comprises Harley’s best-selling models, including the Street Glide, Road Glide, and Road King Special, from “the company that invented the cross-country experience.” New colors are available for each model, with prices starting at $25,749.

2025-Road-King-Special-Whiskey-Fire — The 2025 Road King Special can be had in this rich Whiskey Fire colorway.

Harley-Davidson Trike models offer an option for anyone who appreciates the confidence of a three-wheel platform. Returning models include the Road Glide 3, Freewheeler, and Tri Glide Ultra motorcycles.

2025 Harley-Davidson Trike Models — Trike models returning for 2025 include the Tri Glide Ultra (center), the Freewheeler (left), and the Road Glide 3 (right).

These bikes are now available at Harley-Davidson dealerships globally. More info at H-D.com.

2025-Freewheeler-Vivid-Black-with-Black-Trim — The Freewheeler is the most affordable trike option in Harley’s lineup, with prices starting at $31,999.

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Harley-Davidson Riding Academy Trains One Million Riders

August 8, 2024 mcnews Leave a comment

Harley-Davidson has announced that one million riders have been trained in the Harley-Davidson Riding Academy program, which includes a variety of classes to help both new and intermediate riders learn the basics and hone their skills.

The Riding Academy has classes at 225 Harley dealerships in 43 states. The New Rider Course is designed to teach the basics to students who may have never sat on a motorcycle before, and completion of the class allows the student earn a license waiver to get a motorcycle endorsement at the DMV. The Academy also has courses for intermediate level riders, 3-wheeled riders, and adventure-touring riders, as well as a Skills Practice course.

For more information, read the press release below, and find a Riding Academy course near you from the Harley-Davidson website.

Harley-Davidson announced today that it has trained one million riders through its Riding Academy program, cementing its status as the largest rider training program in the United States

“We’re proud to hit one million riders trained – and it’s a significant milestone for the Harley-Davidson Riding Academy. Promoting rider education and training for riders new and old is an important part of the overall riding ecosystem. At Harley-Davidson, we’re committed to building ridership and deepening our connection with customers, ultimately reinforcing our goal to be the most desirable motorcycle and lifestyle brand in the world,” said Jochen Zeitz, chairman, CEO, and president of Harley-Davidson.

Launched in 2000 as Rider’s Edge, the program was rebranded in 2013 as Harley-Davidson Riding Academy. Today, Harley-Davidson Riding Academy provides training through a network of more than 225 Harley-Davidson dealerships in 43 U.S. states, making it the largest rider training network in the United States and the only nationwide rider licensing program sponsored by a motorcycle manufacturer.

With a suite of premium rider development experiences designed to enhance and enrich any rider’s journey, Harley-Davidson Riding Academy is a leader in providing lifelong motorcycle riding skills development. The foundation of Riding Academy training is the New Rider Course that helps students to achieve their dream of riding a motorcycle.

Find all of Rider‘s Harley-Davidson motorcycle reviews and news here.

Riding Academy also offers courses for intermediate level riders, those wanting to learn how to operate a 3-wheel vehicle, adventure-touring riding, and skills practice for riders wanting to gain skills on their own motorcycles. In most states, successful completion of the New Rider Course, Intermediate, or 3-Wheel Course earn the student a license waiver to get a motorcycle endorsement on their license at the state DMV.

The majority of Riding Academy coaches are dual-certified by Riding Academy and the Motorcycle Safety Foundation (MSF) to ensure they adhere to the highest standards of professionalism, safety, and adult-learning principles. Riding Academy is proud to have more than 1,500 certified coaches in its network.

If you are interested in learning to ride a motorcycle, find a Riding Academy location near you.

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2024 Harley-Davidson Glide Models Review | First Ride

March 1, 2024 mcnews Leave a comment

2024 Harley-Davidson Glide models Road Glide Street Glide — Road or Street, these are easily the most capable OE Harley-Davidson Glide models ever built. (Photos by Brian J. Nelon and Kevin Wing)

If you have only a minute, here’s what you need to know about the 2024 Harley‑Davidson Glide models: The new OE Road/Street Glides are basically last year’s CVOs but with 117ci engines instead of the VVT 121. There, now you can go back to fettling your Shovelhead.

2023 Harley-Davidson CVO Street Glide and Road Glide Review | First Ride

But, of course, there’s much more to the story about extensive revisions to America’s bestselling streetbikes. Take a ride with us from Lake Las Vegas into the surrounding remote areas.

Harley-Davidson Glide CVO to OE

This is the first major update to Harley’s Grand American Touring motorcycle portfolio since the Project Rushmore bikes debuted in 2013. Almost all the attributes we enjoyed about the thoroughly updated CVO Road Glide and Street Glide that debuted last summer are seen here in OE form: the same fairings, fuel tanks, and instrument panels.

The biggest deviation from CVO to OE is found in their Milwaukee‑Eight powerplants. The 117ci engines seen here use the CVO’s liquid‑cooled cylinder heads but don’t have the variable valve timing of the 121 VVT. Other changes include a 50% larger air cleaner than the Heavy Breathers on the 107s and 114s, and the throttle body steps up from 55mm to 58mm (2.3 inches). Horsepower is bumped 3% to 105 hp at 4,600 rpm, while torque is lifted 4% to 130 lb‑ft at 3,250 rpm.

2024 Harley-Davidson Glide models Road Glide — The Road Glide and Street Glide are bagger icons, and they’ve been updated with fresh styling borrowed from H‑D’s CVO line.

Bodywork Work

Many graybeards turned up their noses when they first saw the fresh styling of the CVO Glides – it’s human nature to reject change. Seven months later, it seems as if the MoCo faithful are softening their harsh opinions, particularly for the elegant yet familiar Street Glide.

2024 Harley-Davidson Icons and Enthusiast Collections Review | First Look

These new OE Harley-Davidson Glide models are basically identical to their CVO brethren, including the fuel tanks with chamfered upper edges that are 2 lb lighter than before but still hold 6 gallons. Further weight is trimmed by using a triple‑clamp fabricated by a liquid‑aluminum forging process, shaving off about 7 lb from this critical area. The new RG is purportedly 16 lb lighter than the previous RG Special; the SG has lost 18 lb relative to the old SG Special.

2024 Harley-Davidson Glide models Street Glide — The heat exchanger on the bike is located behind the front wheel, with airflow directed downward so a rider isn’t affected by the radiated warmth.

GEAR UP

Helmet: SMK Retro Seven
Jacket: Alpinestars Hoxton V2
Pants: Alpinestars GPX V2
Boots: Highway 21 Journeyman

TFT‑ease

The upgrade riders will have their eyes on most is the stunning TFT instrument panel. At 12.3 inches, it’s diagonally 90% larger than the previous screen. It includes three display options: Cruise, which is a traditional layout; Sport, with a central tach/speedo, leaving more space on the sides for customizable widget displays; and Tour, with most of the screen occupied by maps and directions.

It’s all managed by H‑D’s Skyline OS, and preferences can be set via the glove‑friendly touchscreen or the various handlebar buttons. Audio wattage has been doubled to 200 watts, sending tunes to two 5.25‑inch speakers in the fairings.

Ride modes are part of the package. Owners tap into different combinations of power delivery, engine braking, cornering ABS, and traction‑control parameters by selecting from Road, Sport, Rain, or Custom. H‑D’s Rider Safety Enhancements electronics suite is standard equipment, monitoring the linked brakes, cornering ABS, Drag Torque Slip Control, and Vehicle Hold Control.

Rather than the CVO’s inverted fork and radial‑mount Brembo calipers, the OE Glides make do with a retuned 49mm nonadjustable fork with 4.6 inches of travel, as well as the previous 4‑piston axial‑mount calipers.

The rear suspension receives a welcome upgrade, with travel up 43% from a scant 2.1 inches to a more reasonable 3 inches. Dual Showa shocks replace the old bikes’ dampers, now using emulsion technology in both instead of just one, which is claimed to improve responsiveness.

Harley-Davidson Glide Guide

For the few of you who are unaware, the Street Glide and the Road Glide are essentially the same motorcycle but with different fairings. The SG uses a version of the iconic batwing fairing that was originally introduced in 1969. Ten years later saw the arrival of Harley’s sharknose fairing on the FLT Tour Glide, which was followed in 1998 by the first official Road Glide.

Like everything in life, there is a compromise to be made in choosing the Harley-Davidson Glide that works best for you. The RG’s frame‑mounted fairing offers more wind protection, while the SG’s handlebar‑mounted batwing is more svelte but contributes to slightly heavier steering and can be affected by gusty crosswinds.

From behind the bars, the SG feels like a much smaller motorcycle than the RG with its gargantuan fairing. This makes the 838‑lb SG feel more adept during low‑speed maneuvering even though they have similar weights.

Glides Rides

I first hopped aboard a Road Glide in its Sharkskin Blue colorway, a “premium” color that carries an $850 upcharge over the standard Billiard Gray base version. The new instrument panel enhances the bike’s high‑end impression and clearly delivers info to a rider, including tire pressures. The upgraded switchgear also impresses with a higher‑quality tactileness. The RG’s cockpit includes a pair of storage compartments, and the bin on the right side is equipped with a USB‑C connector.

The new 117ci motor spits out stately levels of grunt at all points of its powerband. It’s only in comparison with the CVOs’ 121ci M‑8s that it comes up a bit short. Almost everyone will think it’s more than adequate. I dialed in the Road ride mode for the smooth throttle response I desired for this mostly casual ride.

While I enjoyed the full roar emitted from the exhaust system, the output from the audio system gets overwhelmed by wind noise above 65 mph. Although rated at 200 watts, it puts out 50 watts per channel, with only two speakers – the extra 100 watts will only be heard after fitting a pair of saddlebag speakers.

When I swapped over to a Street Glide, I enjoyed a more suitable riding position for my smaller physique. The SG’s lower handlebar feels more natural for my stature, while the RG’s bar places the grips just a few inches lower than my shoulders. The touchscreen display on the SG is also much closer to the rider than the RG’s, making it much more accessible.

Both Glides have adjustable vanes on the sides of their fairings to redirect airflow, plus a vent at the center of the windscreens that can be adjusted to smooth the air that hits a rider’s helmet. Another much‑appreciated feature on the SG is its slide‑out storage tray directly below the instrument panel, which is super convenient for stashing any small items.

The smooth Nevada roads we traveled didn’t challenge the suspension, but the few bumps we hit made me grateful for the additional travel provided by the new shocks. They provide a major upgrade in ride quality compared to the previous shorty shocks. The brakes are plenty capable but not to the high levels of power offered by the hardware on the CVOs.

The Verdict

New OE Harley-Davidson Glide gripes are few. The heavy clutch requires a strong pull, and the 6‑speed transmission swaps cogs with a clunkiness unbecoming of a modern gearbox. But the upgraded motor is very satisfying, and the additional rear suspension travel is a major improvement that allows the Glides to glide over bumps that previously would shock a rider’s spine.

The only real impediment to pulling the trigger on a new Glide is their pricey MSRPs, starting at $25,999. Both bikes have chrome finishes as standard, while black finishes cost an extra $1,350. Color options beyond Billiard Gray add another $850.

While that’s a significant chunk of change, it’s far less than the CVOs, which are priced above $40K. If you gotta roll in style on a Harley bagger, these new Glides are a substantial improvement over the older ones. Even the graybeards will have to agree.

Check out more new bikes in Rider’s 2024 Motorcycle Buyers Guide

The post 2024 Harley-Davidson Glide Models Review | First Ride appeared first on Rider Magazine.

Source: RiderMagazine.com

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