Harley-Davidson made some waves at EICMA this week, showing off two models it teased in 2018, the Pan-America adventure-tourer and the Bronx streetfighter. Both are powered by a new liquid-cooled 60-degree V-twin engine platform called the Revolution Max — 1,250cc in the Pan America and 975cc in the Bronx. Harley also confirmed that both models will launch in late 2020.
The Revolution Max is a bold new step for a company invested so heavily in (air-cooled) tradition — although perhaps not as bold as its LiveWire electric motorcycle unveiled earlier this year and now on sale at H-D dealerships nationwide. (Read our First Ride Review here.) Harley says the Revolution Max is designed to minimize weight and maximize performance, with a narrow profile that integrates into the bike as a stressed member of the frame. It also features a counter-balancer for smooth and comfortable operation.
Harley claims performance targets of more than 145 horsepower and 90 lb-ft of torque from the Revolution Max 1250, and more than 115 horsepower and 70 lb-ft of torque from the Revolution Max 975.
A few other details about the new Pan America and Bronx were released as well, including a collaboration with Brembo to create a new radial monoblock caliper that complements Harley’s unique design, and a continuing partnership with Michelin to develop co-branded tires specifically for each model.
Thanks to a smattering of new images (scroll down to see them all), we can also glean a bit more info about the new bikes.
The biggest news to come out of Milwaukee for the 2020 model year is the all-new LiveWire electric motorcycle, which we’ve already ridden and reviewed. Harley-Davidson has announced the wider availability of technological features that debuted on the LiveWire, as well as several new or updated models, including the Low Rider S, Road Glide Limited, Heritage Classic and three CVO models.
First seen on the LiveWire, H-D Connect is a subscription-based
cellular service that allows riders to connect with their motorcycle using
their smartphone and the Harley-Davidson app. H-D Connect provides key vehicle information
(e.g., battery voltage, fuel level, available range, riding statistics and
more) as well as remote security monitoring, including tamper alerts and stolen
vehicle assistance. H-D Connect is a standard feature on 2020 Touring (except
Road King/S and Electra Glide Standard models), Tri Glide Ultra, CVO models and
LiveWire, and it includes free service for one year.
Reflex Defensive Rider Systems (RDRS)
Also seen on the LiveWire, Reflex Defensive Rider Systems (RDRS) is a suite of electronic riding assistance features, including cornering enhanced linked braking, ABS, traction control and drag-torque slip control; hill hold control; and tire-pressure monitoring. All RDRS features are standard on CVO models (though on the CVO Tri Glide, nothing is “cornering enhanced”), and they are available as options on all Touring models except the Electra Glide Standard.
2020 Harley-Davidson Low Rider S
Chopper-style Low Rider models have been in Harley-Davidson’s lineup almost continuously since 1977. When Dyna models were rolled into the Softail family for 2018, the Low Rider got a new chassis and a Milwaukee-Eight 107ci V-twin. The last Low Rider S model, which we reviewed in 2016, was built around a 110-cubic-inch Screamin’ Eagle Twin Cam V-twin. For 2020, the Softail-based Low Rider S flexes its muscles with a Milwaukee-Eight 114 that churns out 119 lb-ft of torque at 3,000 rpm (claimed).
Radiate cast wheels (19-inch front, 16-inch rear) finished in Matte Dark Bronze, a 1-inch-diameter motocross-style handlebar on 4-inch straight risers, a color-matched mini-fairing, a high-back solo seat and black finishes on the powertrain and mufflers add plenty of attitude.
The Low Rider S also gets premium suspension components (including a 43mm USD fork) and triple-disc brakes with standard ABS. It’s available in Vivid Black and Barracuda Silver (shown above), and pricing starts at $17,999.
2020 Harley-Davidson Road Glide Limited
Replacing the Road Glide Ultra model for 2020 is the new Road Glide Limited, which offers premium luxury-touring features, including painted pin striping, a gloss-finish inner fairing, heated grips, Slicer II Contrast Bright wheels and new tank, front and rear fender medallions. The Road Glide’s distinctive shark-nose fairing has triple split stream vents that improve airflow and reduce buffeting.
The Road Glide Limited is powered by the Twin-Cooled Milwaukee-Eight
114, and features premium suspension, Reflex linked Brembo brakes with ABS, a Boom!
Box GTS infotainment system with color touchscreen, H-D Connect and dual
Daymaker LED headlamps.
A new Black Finish Option (shown in the photos above), which is also available for the 2020 Ultra Limited, includes Slicer II cast wheels finished in Gloss Black; fuel tank, front and rear fender medallions with a Gloss Black fill surrounded by a Charcoal border; Gloss Black powdercoat powertrain, covers and exhaust; black Tour-Pak luggage carrier hinges, latches and rack, console, footboards, handlebar, gauge trim rings, hand control levers, mirrors and foot controls; black LED Daymaker headlamp, trim ring and LED fog lamps (Ultra Limited only); and black fork lowers, fork covers, engine guard and saddlebag guards.
Pricing for the 2020 Road Glide Limited starts at $28,299.
2020 Harley-Davidson Heritage Classic
The Softail-chassis Heritage Classic has been re-styled for 2020, swapping the previous model’s blacked-out look for a generous helping of chrome. (The Heritage Classic 114 model powered by the Milwaukee-Eight 114 engine will retain the model’s original, blacked-out look.) The updated Heritage Classic has a bright powertrain with chrome air cleaner and covers; chrome steel laced wheels; chrome headlamp bucket and auxiliary light buckets, bright fork legs and chrome fork covers and nacelle; chrome rear fender struts and side covers; a chrome console; a polished stainless steel handlebar with a chrome riser and top clamp; and a full clear windscreen with chrome support hardware.
The Heritage Classic is powered by the Milwaukee-Eight 107 V-twin and is mechanically identical to the 2019 model. This touring-ready Softail features lockable hard saddlebags, a detachable windscreen, a two-piece skirted seat and pillion with black studs, and standard cruise control and ABS. Color options include: Vivid Black, Billiard Burgundy, two-tone Silver Pine/Spruce and Billiard Red/Vivid Black. Pricing starts at $18,999.
2020 Harley-Davidson CVO Street Glide
Returning for 2020 with a new look and new premium features, the CVO Street Glide is one of Harley-Davidson’s most popular limited-edition Custom Vehicle Operations models. Powered by the Milwaukee-Eight 117 V-Twin with red rocker covers, it gets premium custom paint, premium Talon wheels, custom controls and an all-new BOOM! Box GTS infotainment system with three separate amplifiers, 75 watts per channel and 900 watts of audio performance. It also includes the Reflex Defensive Rider Systems (RDRS), smartphone-linked H-D Connect and a wireless Bluetooth headset interface.
Pricing for the 2020 CVO Street Glide starts at $40,539.
2020 Harley-Davidson CVO Limited
For the ultimate in two-up V-twin touring, the 2020 CVO Limited offers the rider and passenger plenty of comfort, luggage capacity, style and performance. Its Twin-Cooled Milwaukee-Eight 117 grunts out 125 lb-ft of torque. Premium suspension, premium paint and finishes, premium audio, RDRS, H-D Connect, wireless Bluetooth—the CVO Limited gets it all.
Pricing for the 2020 CVO Limited starts at $44,039.
2020 Harley-Davidson CVO Tri Glide
Said to be the most-requested CVO model, a new addition to
the lineup for 2020 is the CVO Tri Glide, the ultimate Milwaukee-built trike.
Like its Custom Vehicle Operations stable mates, the CVO Tri Glide gets big
power from a Milwaukee-Eight 117 V-twin, big sound from the BOOM! Box GTS
infotainment system and big style courtesy of premium paint and finishes and
the Kahuna collection of grips, levers, pegs and floorboards, and Tomahawk
contrast-cut wheels. RDRS, H-D Connect, wireless Bluetooth, Daymaker LED
headlamps and the choice of two custom paint finishes round out the wish list.
Pricing for the 2020 CVO Tri Glide starts at $48,999.
This handy guide includes all new or significantly updated street-legal motorcycles for the 2020 model year. Organized in alphabetical order by manufacturer, it includes photos and links to details or, when available, first rides and road test reviews about each bike. This guide is updated regularly as more new/updated models are announced, and when we’ve had a chance to ride them and report our impressions.
Receiving updates similar to those that other models in the
R family received for 2019, the BMW R 1250 R roadster gets a larger 1,254cc
boxer twin with ShiftCam variable valve timing and valve stroke and updates to
its electronics package. It also gets a mild style refresh with a TFT display,
a DRL option for the halogen headlight and new color options. Although originally
announced as a 2019 model, the R 1250 R didn’t make it to the U.S. in time. BMW
says it will be available as a 2020 model with an MSRP starting at $14,995.
Receiving updates similar to those that other models in the
R family received for 2019, the BMW R 1250 R roadster gets a larger 1,254cc
boxer twin with ShiftCam variable valve timing and valve stroke and updates to
its electronics package. The RS also gets a style refresh that drops the
asymmetrical, winking look of the S 1000 RR in favor of a sporty twin-LED
headlight assembly, and an LED DRL (daytime running light) is an option.
Although announced as a 2019 model, the R 1250 RS didn’t make it to the U.S. in
time. BMW says it will be available as a 2020 model with an MSRP starting at
More power (205 hp), less weight (434 lbs), updated
technology and a new up-spec Motorsport version. The 2020 BMW S 1000 RR is at
the pointy end of the sportbike spear. Pricing starts at $16,995 and bikes will
be in dealerships in summer 2019.
Harley-Davidson’s new LiveWire electric motorcycle is seriously sporty, shockingly fast and whisper-quiet–everything a typical Harley isn’t. And that’s just the way Milwaukee wants it. It’s propelled by a liquid-cooled electric motor that makes a claimed 105 horsepower and 86 lb-ft of torque, drawing power from a 15.5 kWh battery that offers, according to H-D, a range of 146 miles in the city and 95 miles of combined stop-and-go and highway riding. Single-speed transmission offers twist-and-go convenience, and styling, ergonomics and components are the sportiest offered on any Harley-Davidson. MSRP starts at $29,799.
The 2020 Suzuki Katana features styling cues that pay direct homage to the 1981 original, and it’s built around the potent GSX-S1000 999cc inline-four. It features ABS, traction control, Easy Start and Low RPM Assist, as well as a twin-spar aluminum frame, braced superbike-style swingarm, KYB suspension, dual front Brembo monoblock four-piston calipers, 310mm floating rotors and a model-specific LCD panel. We got a chance to ride the new Katana in Japan last March, but pricing and availability are TBD.
Announced in the fall of 2018, we’re still waiting to see the
new Ténéré 700 (T7, for short) in the flesh–Yamaha says it will be coming to
the U.S. in the second half of 2020 as a 2021 model. We know it will be
powered by the 689cc CP2 parallel twin used in the MT-07, housed in a new
tubular steel double-cradle frame. Other details include a 62.6-inch wheelbase,
9.5 inches of ground clearance, a fully adjustable USD 43mm fork with 8.3
inches of travel and a remote preload-adjustable rear shock with 7.9 inches of
Yamaha has updated its flagship sportbikes, the YZF-R1 and the track-ready YZF-R1M, for 2020, with both featuring refinements to their CP4 crossplane crankshaft engines, an augmented electronic rider aids package, enhanced suspension and redesigned bodywork. MSRP is $17,300 for the YZF-R1 and $26,099 for the YZF-R1M (the latter is available in limited quantities through Yamaha’s online reservation system).
The first new model from Zero Motorcycles since 2016, the 2020 SR/F’s streetfighter look and steel trellis frame blur the styling lines between gas and electric motorcycles. Powered by a new ZF75-10 IPM (Interior Permanent Magnet) motor and ZF14.4 lithium-ion battery, it delivers a claimed 140 lb-ft of torque and 110 horsepower. It also features Bosch’s Motorcycle Stability Control System and Zero’s new Cypher III operating system. Pricing starts at $18,995.
telling the average Harley-Davidson or American V-twin enthusiast a few years
ago that not only would the Motor Company produce and sell a naked sportbike in
2020—certainly not an outrageous concept—but that it would be an all-electric one.
That last bit
would have not only raised an eyebrow or two among the faithful, it would have
likely burned a few clean off their respective foreheads simply from the heated
blowback of the responses. Just about any Motor Company fan will tell you: Harley-Davidsons
and electric-power EVs just weren’t meant to be talked about in the same
But as we all
know, that’s exactly what’s happened. Harley-Davidson has not only built a
naked sportbike that’s sleek, futuristic and sexy, with wide wheels, sticky
tires, sporty suspension and a lean-forward riding position, but one that’s electrically
powered, with not a molecule of internal combustion waste emanating from its
non-existent exhaust system.
It’s a simple
truth: Harley-Davidson can’t continue to exist solely by selling Big Twins to
aging baby boomers who, in a decade or so, will be mostly out of motorcycling.
Like the rest of the motorcycle industry, Harley needs new blood and new
markets, and feels very strongly that a line of electric two-wheelers led by
the high-end and high-price ($29,795) LiveWire is a prime way to reach them and
“It’s a bold
goal, helping encourage and develop the next generation of riders,”
Harley-Davidson CEO Matt Levatich told me over breakfast at the launch, “but we
think we’re on the right track with the LiveWire, our future electric
offerings, and our More Roads To Harley-Davidson efforts. Motorcyclists know
that nothing is more spectacular than two-wheeled travel, right? Spreading that
word among a more general population, and building riders in addition to
building great motorcycles…well, that seems like a pretty strong concept to us.
he continued, “we are not limiting in any way our emphasis on traditional
Harleys; if anything, we’re more energized than ever about Sportsters and
Softails and baggers and the like. But we do need to branch out, and see
electrification as a key avenue there. We very much intend to lead the way in
the electrification of the sport.”
the way means introducing the world’s most advanced electrically powered
motorcycle, then Milwaukee has very clearly put its money where its mouth is. I
was only able to get a few hours on a LiveWire during the July launch, but thanks
to a thorough tech briefing, and following that a morning and afternoon ride
around town and on some of the faster roads in the hills surrounding Portland,
Oregon, I got a pretty good idea of what it is and how it works.
First off, there’s a lot of tech here. Leading the list is an all-new electric motor that’s liquid-cooled, offers 105 horsepower (78 kW) and 86 lb-ft of torque, and produces 100 percent of that torque the instant the throttle is turned. It gets its power from a 15.5 kWh battery that offers, according to H-D, a range of 146 miles in the city and 95 miles of combined stop-and-go and highway riding. Level 1 plug-in charging (e.g., at home or work) takes 12.5 hours for a full charge via an included charger cable. Since the bike has an SAE Combo CCS connector like many American and European electric cars, it can also be charged at thousands of Level 2 stations around the country (but at Level 1 speed). Approximately 150 Harley dealers nationwide (with more to come over time) will also offer fast Level 3 one-hour charging and two full years of free charges.
The LiveWire also has ABS and traction control, a 4.3-inch color TFT touchscreen display centered just above the handlebar, seven selectable Ride Modes (Sport, Road, Range and Rain, plus three customizable modes) and HD Connect, which links owners to their motorcycles (free initially, then for a monthly fee) and offers tons of status and service information via a smartphone using the Harley-Davidson app.
Climb aboard and you’re
immediately struck by the riding position, which is more Ducati Monster or Suzuki
GSX-S than Sportster or Softail. Its ergos invite a slight forward lean, with
semi-rearset pegs, a mildly upward-bent handlebar and scooped seat locking you
into position—the reason for which will become apparent soon enough. It all
feels reasonably normal…right until you push the starter. The color info-screen
lets you know that things are ready to roll with a green light, but in place of
a chugga-chugga/potato-potato rumble you have silence (though the battery and motor give off a little “buurp” of movement
to let you know the bike is alive and running). Give the throttle a little twist and you’re off, the bike
moving forward smoothly and predictably to your right wrist’s commands.
In stop-and-go traffic I
found the LiveWire super easy to ride, which says a lot about the refinement
that’s been baked into it during eight years of development. Throttle response
at slower speeds was immediate, linear and controllable, the bike demonstrating
no lurching or driveline lash whatsoever. Steering was light and precise, and the
brakes crisp and predictable, both of which helped the LW feel considerably lighter
than its 540-plus pound wet weight might suggest.
Other than a low whine
under acceleration the LiveWire is totally quiet, eerily smooth and almost
completely unobtrusive in an aural and vibrational sense. The Harley folks call
this “Minimal NVH,” which means minimal noise, vibration and harshness.
Accelerating away from a light or tearing down a side street you find yourself
listening to wind noise and the tires slapping against the asphalt. It’s an entirely
new experience, and one that proved compelling all day long.
You’ll get that same feeling
when you ride the LiveWire hard and fast, too. I immediately found myself
running through turns faster, looking for pavement irregularities to hit while
leaned over to see how the chassis behaved, and then hammering the throttle at
the exit, trying—in vain, for the most part—to find what I figured would be mid-level
traction, suspension and handling limits. I didn’t find much of that at all,
which tells me that all the bluster I’d heard at the tech briefing about
chassis and engine refinement, optimized frame geometry, suspension quality and
power delivery wasn’t bluster at all. The thing is shockingly fast, amazingly
smooth, easy to get used to and ride quickly, forgiving and, most of all, big fun.
Nitpicks are few and far
between, unless you’re talking seat-to-peg distance, which for my multi-surgery
knees is a little tight. Suspension settings, which worked well for my XXL-sized
butt, are probably too firm for average humans in terms of spring rate and
compression. The bar could use a little more pullback and maybe an inch or two extra
in height, and the seat seemed a little thin on padding.
The larger questions, of
course, involve range and price. The first isn’t going to be quite enough for a
lot of folks, and the latter is likely to be too much. That’s just the way
things stand at this point in EV development. You’re either on board and
willing to accept the trade-offs for the bennies, or you’re a skeptic.
But EVs are coming,
like it or not, and despite one’s perspective on price and range, the LiveWire is
a superbly designed, compellingly competent, seriously fun and
fascinating-to-ride motorcycle…a Halo bike that should represent
Harley-Davidson well as it moves into the EV space in the coming years with a
wide range of electric two-wheelers, from mid-range EVs to mountain bikes to
kids bikes and lots more.
So while that futuristic fortuneteller
might have seemed pretty crazy a few years back, this time he was absolutely
Author Mitch Boehm is the Editor of Rider’s
sister publication Thunder Press and
a former Editor of Motorcyclist
2020 Harley-Davidson LiveWire Specs Website: harley-davidson.com Base Price: $29,795 Motor Type: Revelation internal permanent magnet synchronous motor w/ water jacket cooling Battery: 15.5 kWh lithium-ion Transmission: Single speed w/ spiral bevel gear primary Final Drive: Belt Wheelbase: 58.7 in. Rake/Trail: 24.5 degrees/4.3 in. Suspension, Front: Showa 43mm inverted SFF-BP fork, fully adj. w/ 4.5-in. travel Rear: Showa BFRC-lite shock, fully adj. w/ 4.5-in. travel Tires, Front: 120/70-ZR17 Rear: 180/55-ZR17 Seat Height: 30.0 in. Claimed Wet Weight: 549 lbs. Claimed Range: 146 mi. city, 95 mi. combined stop-and-go/highway
Raw and bare, stripped of all the arguably distracting bells and whistles that Bluetooth-connected, GPS-dependent riders have been coddled with, Harley’s new FLHT Electra Glide Standard is the epitome of simplicity. As a mid-year release, the bike signifies a back-to-basics, cut-the-fat approach geared to attract riders at a reasonable $18,999. Compared to the Electra Glide Ultra’s $24,589 or the Street Glide’s $21,289, the Standard is the lowest-priced offering in H-D’s touring line.
Described as a dressed down dresser, the Electra Glide Standard does away with the radio and instead depends on the ultra-smooth Milwaukee-Eight 107 V-twin to set the tempo. Importantly, the iconic batwing fairing with a clear, mid-height windshield and a single halogen headlight are retained, though its foam-covered speaker holes are empty as is the gaping slot for the LCD screen, which now serves as a phone or glove holder during pit stops.
The dished solo seat sits at 26.1 inches, which made it extremely comfortable for my 6-foot-3 build. With a minimalist amount of chrome, the bike maintains a sleek and intimidating look that will still turn heads with the purity of its black paint job (and it only comes in Vivid Black).
The Electra Glide Standard comes with large One Touch saddlebags. spacious floorboards and a standard shift lever in place of the usual heel-toe shifter. Its naked front fender covers a 17-inch black machined Impeller wheel that is accented by chrome fork skirts.
Handling was impressive at all speeds during a daylong press ride through Florida’s swampland near Daytona Beach. The fat 130/80 front tire meant I had to put a little more effort into steering it, but the still-nimble, 820-pound bike felt firmly connected to the asphalt. With 26 degrees of rake and 6.7 inches of trail, it provides stable, comfortable cruising for days, especially with the Showa Dual Bending Valve front fork and dual emulsion shocks in the back.
This no-frills bike is not for beginners, nor is it billed as such. It is an attractive and attractively priced piece of American iron that will appeal to a wide swath of financially conscious riders. It gives a rider the basics that matter to get them out on the open road or into a dealership. And it is prepped to be incrementally customized as riding seasons pass–a deliberate Harley marketing plan.
The streamlined beauty and Milwaukee-Eight power should hopefully make the Electra Glide Standard a lasting hit in Harley’s touring line.
Kali Kotoski is the Managing Editor of Rider’s sister publication Thunder Press.
Amidst a slowdown in sales domestically, Harley-Davidson has announced another step in its strategy to expand its presence in Asia through a collaboration with Qianjiang Motorcycle Company to launch a smaller, more accessible Harley model in China by the end of 2020.
This collaboration with Qiangjiang, which owns the Benelli brand, will produce a “premium 338cc-displacement Harley-Davidson motorcycle for sale first in the China market with additional Asian markets to follow,” per the press release.
According to the press release, the new model will be produced in a Qianjiang facility in China and is intended to expand access to the Harley-Davidson brand and drive incremental sales, both of the new motorcycle and also traditional Harley products already offered in Asia.
Harley has previously stated its objective is to grow its international business to 50 percent of annual volume by 2027, and China is an important part of that plan. Harley-Davidson retail sales in China grew 27 percent from 2017 to 2018.
The time comes to us all when age and experience send us looking for a change, something less hard-edged and more focused on comfort and a laid-back riding style. For a lot of riders that means boning up on Harleys to see why so many of their peers eventually end up aboard Milwaukee iron. The lucky ones find the FXDF Fat Bob. With a torquey engine, decent if not outstanding suspension and brakes, and a more basic look than some of the brand’s gaudier models, it’s one of the smoothest transitions into the Harley world from outside.
Introduced in 2008, the Fat Bob came with a Twin Cam 96 engine, and in 2012 got an upgrade to the TC103. Both iterations of the archetypal Harley V-twin put out enough low-end power to launch the big Bob from stoplights with ease, and although neither is a match for high-revving Japanese and European bikes in the upper reaches of the rev range, the Harley is no slouch for a bike its size. The engine’s 45-degree cylinder spread, a holdover from the company’s early days, is practically a prescription for vision-blurring vibration, but the worst of it is held in check by rubber engine mounts that isolate you from all but the most pleasant mechanical sensations. Harley’s maintenance-free belt final drive gives you more time to enjoy the ride, too.
If the Fat Bob has a signature styling lick, it’s the slotted disc wheels and fat, wide tires. They take some getting used to if you’re accustomed to the sizes used on most other bikes, but they don’t take away much from the bike’s handling, as long as you accept that you’re not on a sportbike or an adventure tourer. With that in mind you’ll find braking and cornering clearance sufficient to enjoy a brisk ride down a twisty road. Rougher surfaces, though, highlight the twin rear shocks’ dismally short travel, and make you wish as much attention had been lavished on the inside of the front fork as the outside. Still, riders who’ve sampled both the Fat Bob and other Harley baggers and touring models say the FXDF is probably the best all-day ride in Harley’s cruiser fleet, and that with some soft luggage and a quick-detach windscreen it makes a versatile touring mount.
Shopping for a used Fat Bob takes patience, especially if you’re looking for a stock(ish) one. The biggest obstacles are “performance” mods that add little to the otherwise bulletproof Twin Cam engine apart from more noise, worse gas mileage and decreased reliability. The FXDF’s big draw is its tractability, and you’re not likely to improve much on that. Two areas of the chassis–the drive belt and the rubber engine mounts–warrant close inspection. You can inspect the belt visually for holes, tears or other damage, and see if the sides of the belt or the rear pulley are worn, indicating an alignment problem with the rear wheel. But the only way to check the engine mounts is to ride the bike. The rowdy vibes should smooth out just above idle and stay that way until redline.
The market for used Harleys seems to be cooling lately, but you should still expect to see Fat Bobs ranging from $10,000 for an early model with the TC96 engine to $12,500 for the later TC103. Beware the seller who thinks every accessory added to the bike is still worth its retail value on top of the asking price. Service records are nice to have, but a valid title is a must–accept no excuses on this point.
Strong engine, decent chassis and good reliability, plus a huge dealer network for parts and service.
Big and heavy with short-travel suspension. Endless “fat” jokes, especially if your name is Bob.
Engine: Air-cooled 45-degree V-twin, 1,570cc (TC96), 1,690cc (TC103) Final drive: Belt Weight: 706 lbs. Fuel capacity: 5.0 gals. Seat height: 27 in.
Harley-Davidson has announced a stripped-down, fundamental version of its Electra Glide touring bagger dubbed the Electra Glide Standard. Powered by the Milwaukee-Eight 107, the new Electra Glide Standard is aimed at the rider looking for a simpler experience: no screens, no infotainment, just a motorcycle.
The Electra Glide Standard features chrome trim pieces and polished rocker, cam and derby covers, along with selected blacked-out components for a blend of timeless and traditional. It’s also equipped with many of the ride and handling technology of the rest of Harley’s Touring line, such as electronic cruise control, hand-adjustable emulsion-technology rear shock absorbers, a 49mm front fork with Showa dual bending valve suspension, and Brembo brakes with optional Reflex Linked and ABS features.
Behind the classic batwing fairing, a glovebox takes the place of an audio system, and a single scooped touring seat is standard (a pillion seat is available as an accessory).
The Electra Glide Standard is available in dealerships now, in Vivid Black, starting at $18,999.
Bigger doesn’t always mean better, and fortunately for those of us looking for a fun, affordable motorcycle there are more choices than ever. Nearly every manufacturer now offers at least one model that will fit just about any rider’s size and/or budget.
Scroll down for Rider’s 2019 list of Best Bikes for Smaller Riders and Budgets. When possible we’ve included a link to our review, making it easy for you to get a real ride evaluation. We’ve also included the 2019 model year’s U.S. base MSRP (as of publication), seat height and claimed wet weight (when a wet weight was not available from the manufacturer, the claimed dry weight is listed). For more details, you can read our review, which includes comprehensive specs, or click on the bike’s name to be taken directly to the manufacturer’s page.
BMW F 750 GS
BMW F 750 GS
32.1-inch seat w/ optional 31.1-inch seat or 30.3-inch seat
The LiveWire, which Harley says represents the next chapter in the 116-year-old company’s history, offers the benefits and performance of an electric motorcycle, with signature Harley attitude and style. Its H-D Revelation electric powertrain promises 0-to-60 acceleration in less than 3.5 seconds, with no clutch and no gear shifting, and an urban range of about 110 miles.
The powertrain sits low in the LiveWire’s chassis to lower the center of gravity and helps the motorcycle handle well at all speeds and make it easier to balance when stopped. The motorcycle also sports standard cornering ABS and traction control.
It also features H-D Connect, which pairs motorcycle riders with their bikes through an LTE-enabled Telematics Control Unit coupled with connectivity and cloud services using the latest version of the Harley-Davidson app. With H-D Connect, data is collected and transferred to the app to provide information to the rider’s smartphone about:
Motorcycle Status: Information available through H-D Connect includes battery charge status and available range from any location where a sufficient cellular signal is available. This allows the rider to remotely check the charge status including charge level and time to completion. Riders will be able to locate a charging station with ease thanks to an integrated location finder built into the H-D app.
Tamper Alerts and Vehicle Location: H-D Connect indicates the location of the parked LiveWire motorcycle and alerts can be sent to the rider’s smartphone if the bike is tampered with or moved. GPS-enabled stolen-vehicle tracking provides peace of mind that the motorcycle’s location can be tracked (requires law enforcement assistance; available in select markets).
Service Reminders and Notifications: Reminders about upcoming vehicle service requirements, automated service reminders and other vehicle care notifications.
Interestingly, while the electric LiveWire will of course produce minimal vibration, Harley says it’s designed a new “signature Harley-Davidson sound” that “represents the smooth, electric power” of the motorcycle. Whether or not that will be enough to satisfy riders looking for the classic “potato-potato” rumble remains to be seen.