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.
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.
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.
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.
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
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.
2025 Harley-Davidson Fatboy in Blue Burst
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.
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 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 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.
2025 Harley-Davidson Breakout
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.
The Breakout’s meaty 240mm rear tire adds style but affects handling.
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
Wire-spoke wheels add timeless appeal to the Street Bob, now in a tubeless design.
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.
2025 Harley-Davidson Street Bob in Centerline
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.
2025 Harley-Davidson Street Bob
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.
The Street Bob has the Classic variant of the Milwaukee-Eight 117.
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.
2025 Harley-Davidson Street Bob
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
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.
2025 Harley-Davidson Low Rider S in Brilliant Red
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.
Braking power from the Low Riders is in a different league than the single front discs on other Softails.
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.
The Heavy Breather intake is found only on the Low Riders.
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.
2025 Harley-Davidson Low Rider S
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.
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.
2025 Harley-Davidson Heritage Classic in White Onyx Pearl
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 Heritage Classic is the most lovable Harley. Change my mind…
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.
The Heritage Classic and the Fat Boy both the Heritage have a 5-inch instrument panel on the tank console.
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
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.
2025 Harley-Davidson Low Rider ST in Blue Burst
The stylish Low Rider ST tips confidently into corners.
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 sculpted shape of the Low Rider ST’s saddlebags follows the line of the rear fender.
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.
There are two downsides to choosing the Low Rider ST over the S version: Weight is bumped from 670 lb to 712 lb, and MSRPs jump by $3,700.
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.
The Softail lineup ranges from classic to kinda modern, all powered by new 117ci Milwaukee-Eights. From left to right: the Low Rider ST, Street Bob, Low Rider S, Breakout, Heritage Classic, and Fat Boy.
Only 131 units of this 2025 Harley-Davidson CVO Road Glide RR, a King Of The Baggers replica streetbike, will be built.
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.
The RR is powered by a Stage IV Screamin’ Eagle 131ci V-Twin.
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.
The RR comes with a Akrapovič full-titanium exhaust.
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.
This limited-production model comes with special paint and graphics, as well as visible carbon fiber throughout.
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.
The seat’s rear bolster and padded pommel help keep riders in place during aggressive riding.
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 RR comes with a 12.3-inch TFT display, as well as an audio system mounted behind the fairing.
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.
The Street Glide gets Ultra-fied for 2025, boasting luxurious accommodations for both rider and passenger.
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.
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.
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.
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.”
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.
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.
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.
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.
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.
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.
The Freewheeler is the most affordable trike option in Harley’s lineup, with prices starting at $31,999.
The Harley-Davidson Riding Academy has now trained one million riders across 225 dealerships in 43 states.
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.
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.
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.
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.
Pricing for the Street Glide and Road Glide starts at $25,999 for Billiard Gray. Premium colors like those shown above cost extra.
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.
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.
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.
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.
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.
The 12.3‑inch TFT display is gorgeous and can be configured to suit rider preferences. It might be the best and most effective instrument panel in the business.
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.
New Showa shocks bump suspension travel by 43% to a more adequate 3 inches. The left damper has a hydraulic adjuster for fine tuning spring‑preload settings.
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.
A 117ci Milwaukee‑Eight might seem familiar, but it’s now fitted with liquid‑cooled cylinder heads and a new intake system.
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 Glides roll on aluminum wheels with machine‑cut highlights, with 130/60B‑19 and 180/55B‑18 Harley‑Davidson‑branded Dunlop tires. The Glides now have adjustable front brake levers…finally.
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.
LED taillights fit neatly between the fender and resculpted saddlebags that are slightly larger inside.
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.
The cockpit of the Street Glide includes this handy pop‑out drawer with a USB‑C connection point for phones.
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 Street Glide and Road Glide have top‑notch instrumentation, more power, and a more capable suspension.
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.
Harley-Davidson has announced the latest additions to its limited-edition Harley-Davidson Icons Motorcycle Collection and the limited-run Enthusiast Motorcycle Collection, showcasing premium factory-direct custom paint and graphic treatments and paint application technology. Both collections are available now at authorized Harley-Davidson dealers, and for those heading to Daytona Bike Week, March 2-9, the bikes will also be displayed there at the Harley-Davidson Event Display Area at Daytona International Speedway.
The Harley-Davidson Icons Motorcycle Collection is an annual program for the limited release of a new model that offers a fresh interpretation of an iconic Harley-Davidson motorcycle. Each model is individually numbered and produced only once.
The Enthusiast Motorcycle Collection models celebrate Harley-Davidson riders and are inspired by their stories and legacies. This collection of Harley-Davidson motorcycles is available in limited quantities – no more than 2,000 per model – across a curated selection of three motorcycle models.
The 2024 Harley-Davidson Enthusiast collection
Harley-Davidson Icons Motorcycle Collection: Hydra-Glide Revival Model
The 2024 Hydra-Glide Revival model, the fourth installment in the Harley-Davidson Icons Motorcycle Collection, celebrates the 75th anniversary of the 1949 introduction of the Hydra-Glide telescopic front suspension for Harley-Davidson E and F models. The 2024 Icons model is inspired by the look of the motorcycles ridden in era of the upcoming film The Bikeriders, which follows the rise of a Midwestern motorcycle club as seen through the lives of its members. The film is scheduled to be released theatrically in the United States on June 21, 2024.
When Hydra-Glide equipped models were introduced, the saddle of a smooth-riding Harley-Davidson FL motorcycle was an exciting way for many Americans to explore the country on the new network of interstate highways.
The 2024 Hydra-Glide Revival model is finished in custom Redline Red paint with a Birch White panel on fuel tank sides, the same design featured on 1956 models. Details include chrome “Harley-Davidson V” tank badges inspired by 1955-56 tank badges and “Hydra-Glide” script badges located on the front fender skirt. The serialized “Hydra-Glide Revival” insert on the handlebar riser cap and Icons Motorcycle Collection graphic on the rear fender identify this limited-production model.
Additional styling features include instrument graphics inspired by those on the 1954-55 speedometer. The two-tone 21-inch detachable windshield features a color-matched lower portion in Redline Red. A chrome round air cleaner cover and chrome steel laced wheels add to the nostalgic look. Front and rear fender trim, engine guard, fork covers, powertrain, and exhaust are finished in brilliant chrome.
A solo saddle is finished with a fringed and decorated leather valance, white seam piping and red contrast stitching, and a chrome rail for a nostalgic look. A matching black leather tank strap is embellished with studs and a concho. Leather and vinyl saddlebags are detailed with chrome conchos with acrylic red centers, chrome studs and leather fringe, white seam piping, and red contrast stitching. The saddlebags are water-resistant and have keyed locks for security, as well as a rigid liner so they will hold their shape season after season.
The bike features a counter-balanced Milwaukee-Eight 114 V-Twin tuned with a Screamin’ Eagle High-Flow air cleaner. For the rider focused on performance, this engine accepts all applicable Harley-Davidson Screamin’ Eagle Stage Upgrade kits.
The Softail chassis hides adjustable mono-shock rear suspension below the seat. The bike also features electronic cruise control, an LED headlamp and auxiliary lamps, and standard ABS.
Global production of the Hydra-Glide Revival model will not exceed 1,750 units, and pricing starts at $24,999.
Featuring a paint and graphics scheme inspired by the classic sunburst wood finish first seen on rock and roll guitars, bass, and drums of the 1960s, the 2024 Harley-Davidson Tobacco Fade Enthusiast Motorcycle Collection celebrates the burst of collective energy released by live music at the corner tavern, at a motorcycle rally, or the live stage at the Harley-Davidson Homecoming Festival. Comprising the Low Rider ST, Ultra Limited, and Tri Glide Ultra models, the Enthusiast collection of bikes is perfect for any music lover.
The Tobacco Fade paint treatment is applied by Harley-Davidson using state-of-the art precision paint tools designed to execute faded panel detailing. A rich caramel-colored pinstripe accents the tone of the metallic gold panel floating just outside the sunburst fade.
The fuel tank medallion is inspired by the shape and grooves of a vinyl record, while a graphic on the front fender shaped like a guitar pick, inspired by rock band and instrument logos, speaks directly to the details in the tank medallion. Finally, the bikes have an Enthusiast Collection branded logo on top of the Tour-Pak luggage carrier or rear fender.
Beyond the Enthusiast Motorcycle Collection special styling features, each model is mechanically identical to its 2024 lineup counterpart. Adding the Enthusiast paint and graphics scheme tacks on $1,900 to the Low Rider ST for a starting price of $25,299; $2,900 to the Ultra Limited ($35,399); and $4,000 to the Tri Glide Ultra ($41,999).
For more information, visit the Harley-Davidson website.
Large and in charge, the Harley-Davidson CVO Road Glide in Whisky Neat boldly takes Harley’s baggers to a new level. (Photos by Brian J. Nelson and Kevin Wing)
It’s a momentous event when Harley-Davidson reinvents iconic models like the Road Glide and the Street Glide, the most popular motorcycles on American roads. Aside from the shared frames and crankcases of these fraternal twins, pretty much everything else on the new Harley-Davidson CVO Glides has been reimagined.
With a quick glance, you’ll recognize familiar batwing and sharknose fairings, but a closer look reveals entirely new bodywork. Dig a little deeper, and you’ll find a new motor: the 121-cubic inch Milwaukee-Eight VVT 121 featuring variable valve timing and liquid-cooled cylinder heads.
Both Harley-Davidson CVO Glides are available in these two colorways. The orange Whiskey Neat version commands a $6,000 premium over the silver Dark Platinum base version.
Gaze a little longer, and you’ll notice a new inverted fork fitted with new radial-mount Brembo 4-piston calipers and larger brake rotors. You can’t see the shocks behind the restyled saddlebags, but they’re new too.
It’s the dawn of a new era for the Glides, as this refreshed styling and high-tech motor surely will migrate to Harley’s non-CVO baggers in the next year or two. For now, all this newness will cost a cool $42,999.
The centerpiece of the new Harley-Davidson CVO Glides is a Milwaukee-Eight V-Twin, but the VVT 121 takes the M-8 to a higher level with variable valve timing. The system expands the powerband by electronically moving the camshaft through a 20-degree range based on factors like rpm, load, and gear selection, supplying more grunt at low revs while also enabling it to rev more freely up top.
Here’s the new big dog of M-8s: the VVT 121 with variable valve timing and liquid-cooled cylinder heads. Coolant is first routed to the rear cylinder that runs hotter than the front. The smoke-tinted heat shield behind the rear cylinder helps keep heat from scorching a rider’s thighs.
Harley’s internal code name for the new engine is “Helix,” and it features much more than just VVT. It uses the same bore size as the 117ci motor but gets additional stroke to add up to 121ci, or 1,977cc.
(Fun fact: Remember when H-D’s old Big Twins displaced 61ci? Now we’ve got a Harley that has nearly as much displacement in just one cylinder!)
The Helix gets its intake charge from a 4-liter airbox that’s 50% larger than H-D’s Heavy Breather and combines with a larger throttle body to feed the beast. The mixture is squeezed with a higher compression ratio (11.4:1) and dumps the spent charge into a freer-flowing exhaust that sounds deep and powerful for a stock system.
Added up, H-D says its new V-Twin produces 9.5% more horsepower and 8% more torque than the Twin-Cooled 117 M-8, churning out 115 hp at 4,500 rpm and 139 lb-ft of torque at 3,000 rpm. Byproducts of this new architecture are increased fuel economy and improved durability thanks to cooler exhaust valves. Additionally, a new shift drum in the transmission makes selecting neutral when stopped easier.
Powerful sounds are emitted by four speakers and two tailpipes.
Harley-Davidson CVO Cockpit Renovation
The view from behind the handlebars of the Harley-Davidson CVO Glides has been dramatically freshened and modernized. At center stage is a brilliant 12.3-inch TFT color touchscreen that can be set to display three view options: Cruise, Tour, and Sport. These can be further customized to include the displays of various widgets like tire-pressure monitoring, temperature, fuel range, and more.
The new TFT instrument panel is gorgeous, and we love the Street Glide’s clever spring-loaded storage drawer equipped with a USB-C outlet.
If you prefer pushing buttons to touching a screen, the CVOs are blessed with new backlit handlebar switches that have a nice tactile feel and are a welcome upgrade from the previous setup. Cruise control is standard, as are heated grips. Gone is the awkwardly bulky ignition switch behind the handlebar used previously, and an adjustable front brake lever is finally fitted.
A Rockford Fosgate Stage II audio system provides 500 watts of power for bangin’ road tunes pounded out by two pairs of speakers, one in the fairings and the other in the saddlebags. The instrumentation is compatible with smartphones for wireless connections, and both models feature storage compartments with a USB-C outlet.
The Harley-Davidson CVO Glides also offer selectable ride modes (Road, Sport, and Rain) that control power delivery, engine braking, cornering ABS, traction control, and hill-hold control. These parameters can be personalized to suit rider preferences by setting up a custom map.
Speed comes easy with the VVT 121, captured beautifully by ace lensman Brian J. Nelson.
Both models include fairings with a “floating” windscreen design that’s augmented by an adjustable air-control vane in the center vent to alter airflow to suit riders of various heights. Electric windscreen adjustment isn’t part of the package. Fine-tuning airflow is accomplished by adjustable wind deflectors. The Road Glide gets new versions of “Willie Wings” along the trailing edge of its fairing, while the Street Glide’s deflectors are located on the upper fork legs.
Weight A Minute
The Dark Platinum colorway features engine components finished in Gloss Black with Scorched Chrome accents on the engine inserts. The lower rocker boxes, pushrod tubes, and exhaust are finished in Scorched Chrome.
There’s no getting around the fact that big-inch baggers are heavy, so we’re happy to see Harley making steps to reduce the weight of their bikes. The biggest weight-loss investment is the triple clamp that’s made using a liquid aluminum forging process. It cuts 7 lb from this critical area.
New switchgear has a tactile feeling of quality. H-D retained its 2-button turnsignal switches (with one on the right bar) because traditional customers prefer it over the more commonly used single-switch arrangement. The attractive hand grips use rubber inserts on top of a metal sleeve.
Also of note is a purported 4-5 lb of wiring stripped out thanks largely to the all-in-one TFT gauge panel. The fuel tank still holds a generous 6 gallons, but thanks to using thinner-gauge steel, it’s 2 lb lighter. The net result is a Street Glide that weighs 31 lb less, and the Road Glide’s mass is cut 35 lb. Total weight of the SG is 838 lb, while the RG scales in at 862 lb.
H-D invited us to its home base to ride the new CVOs – the MoCo’s first global press launch since 2019. It was nicely timed, as I had just finished riding a Road Glide to Monterey for the KOTB races three days earlier, so I’d have recent comparative impressions. Side by side with an Indian Challenger, the OE Road Glide felt outclassed in terms of power, plushness, and technology.
We would’ve felt differently if we were aboard the new CVO model.
Both Harley-Davidson CVO Glides are fitted with this rotatable vane to alter the path of airflow to a rider’s preference.
Harley-Davidson CVO Road Glide
We prefer the cleaner shape of the old RG’s fairing, but we must say this new CVO version looks much better in 3-D than in pictures. The finish detailing is exceptional on both models.
The trim front fenders on the CVO Glides are borrowed from the existing ST versions. The lower fairing panels on the Road Glide cover up the unsightly coolant filler tube. The Street Glide leaves it exposed.
The buckhorn handlebar on previous RGs is replaced by a tall mini-ape bar that places fists to wind in a flatter arrangement. Full-lock turns required a big reach from my short arms, but the bar can be rotated in its nicely finished upper triple clamp to sit closer to the rider. A heel/toe shifter provides gear-shifting options above the comfy footboards. The rear brake pedal remains located awkwardly high.
We’re big fans of the 117ci M-8, but that lovable lump gets demoted with this impressive 121 VVT. It has more of everything, pulling harder from down low and revving strongly until its 5,500-rpm redline. It cruises easily at speed, even in lower gears – the motor remained smooth even in 3rd gear at 55 mph with about 3,400 rpm showing on the tach.
We’re not sure we need electronic engine controls, but we’re pleased when they operate as well as the ones here. For example, the adjustable engine braking is wonderful. I switched it to the lowest setting to yield less pitching when decelerating. Augmented by H-D’s cornering drag torque slip control, the bike felt almost like it has a slipper clutch and allowed me to control my speed with my choice of braking inputs.
Everyone loves a clean rear end. Note how the brake lights are incorporated between the shorter but larger saddlebags and the lack of a whip antenna for the radio.
Kudos to the engineers who dialed up a better suspension on these Glides. The 47mm inverted Showa fork gets some credit, even if it has the same 4.6 inches of travel as previous. More effective – and more needed – are new emulsion shocks that offer a significant improvement in suspension plushness. Although they have just 3 inches of travel, it’s a 50% increase over the 2 inches on the harsh-riding RG Special. The CVO shocks have a threaded preload adjustment on the right side, while the left-side features a remote adjuster that fine-tunes preload hydraulically. Rebound damping is also adjustable but requires removing a saddlebag to accomplish.
Harley-Davidson CVO Street Glide
The Whiskey Neat color option is stunning to witness in person. H-D says it requires 10 hours of hand work to accomplish, justifying its princely $6,000 upgrade price.
To our eyes, the Street Glide’s new styling is a homerun, looking familiar but more contemporary. The integration of the turnsignal lamps into the fairing disposes of unsightly signal stalks, and the overall design looks modern without alienating fans of the beloved batwing.
The handlebar is about a foot lower than on the Road Glide, which helps make the bike feel smaller than the RG. The wind deflector flap below the windscreen proves to be effective at reducing buffeting when it’s tilted upward. Mirrors provide a blurrier rear view than the nice stalk mounts on the RG. On the plus side is the ultra-convenient spring-loaded drawer cubby below the instrumental panel on the SG.
The radiator is positioned low on the front of the frame, with its fan directing hot air below the bike and away from a rider. Also seen here are the new radial-mount brake calipers biting on larger rotors to slow intricate spoked wheels that allow tubeless tires.
The Glides feel – and literally are – at home on rural Wisconsin roads, ably swallowing miles as bucolic scenery rolls past. Our route took us past the fabulous Road America racetrack where the KOTB series raced six weeks earlier and then into a delightful little stretch of curvy road nestled in a forest. The bikes feel remarkably planted in the corners and provide the confidence to crank over the baggers until their footboards drag at 32 degrees. Responses from the new braking system improve upon the capable previous setup.
New seats keep riders comfortable, but we’re again perplexed why the passenger seats slope rearward. I sometimes want to leave my wife behind when I go for rides, but not if I start the ride with her behind me.
Glide Guide
These Glides are easily the best ones yet. Their motors have more power at all points on the tach, and their instrumentation is now among the best in the business. Combined with a dramatically smoother suspension, better brakes, and a pleasing new cockpit, these new models up the ante in the bagger segment.
The bagger bar has been raised.
The base price for either CVO Glide is $42,999. That’s a $1,100 increase over the 2022 CVOs but definitely worth the upgrade.
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