Riders around the world will be invited to watch the unveiling of the 2022 Harley-Davidson models at a virtual event on January 26.
The new models include limited-production Custom Vehicle Operations bikes in an event they call “Further. Faster.”
Since Jochen Zeitz took over as Harley chairmanWorld, president and CEO a couple of years ago, the new range of models has been launched in January, instead of September to better reflect the new riding season in the northern hemisphere.
And since the pandemic, riders have been able to see the bikes at the same time as dealers and motoring media in virtual events.
To take part, register at H-D.com/22. The bikes will be revealed on January 27 at 3am AEDT (January 26, 10am CST).
The first two bikes in the 2022 range are the Sportster S and Pan America 1250 Special which have been available for sale for a few months now.
It has since become the top-selling adventure touring motorcycle in North America and was named Best Adventure Bike and Motorcycle of the Year by Motorcycle.com.
Over the past couple of weeks I have been riding the water-cooled Sportster S with a review coming soon.
Harley-Davidson Sportster S
For 2022, the main changes seem to be cosmetic with new paintwork and wheel styles.
As a teaser, Harley has revealed a few photos of 2022 models such as the Street Bob 114, Fat Boy 114 and Street Glide Special.
2022 Harley-Davidson Fat Boy
Here is what we know about the 2022 models so far:
SoftailStandard gets Annihilator cast aluminium wheels with Silver finish replacing the spoked wheels.
Heritage Classic 114 offers a Chrome trim option with Black 9-Spoke cast aluminium or Chrome Laced wheels. The Black trim version hasBlack 9-Spoke cast aluminium or Black Laced wheels and features Wrinkle Black on the upper rocker covers, camshaft cover, transmission cover and primary cover, with contrasting Gloss Black lower rocker covers. Trim details include a Gloss Black rear lightbar, windshield brackets, front lightbar and turn signal standoffs, Black mirrors and triple clamps, Black Anodised wheel hubs and hub cap, and Matte Black exhaust shields with Chrome muffler tips.
Street Bob114 also comes with Annihilator cast aluminium wheels with Gloss Black finish instead of spoke. 2022 Harley-Davidson Street Bob 114
Fat Boy114’s Lakester cast aluminium wheels have been re-styled with 11 turbine-like spokes and an open centre, while the classic Fat Boy model tank badge is revised and now has a single trailing “wing” while retaining the centred star. 2022 Harley-Davidson Fat Boy 114
Fat Bob114 features a “waterslide” fuel tank graphic in an oval shape with “H-D” on the lower edge.
Breakout114 gets Gasser II cast aluminium wheels and a riser-mounted digital gauge set.
The Touring range of Sport Glide, Road KingSpecial, Street GlideSpecial, Road GlideSpecial and Ultra Limited come in new colours. 2022 Harley-Davidson Street Glide Special 1
Freewheeler trike has a Chrome and Gloss Black tank medallion in a classic “V” shape and a new optional two-tone paint scheme in Midnight Crimson/Vivid Black on the fenders and the tank.
Tri GlideUltra trike comes with a new Cloisonné tank medallion in Chrome with Black and Red glass fill and optional two-tone paint schemes in Midnight Crimson/Vivid Black or Gauntlet Gray Metallic/Vivid Black, each with a dual pinstripe.
Motorcycle Test by Wayne Vickers – Images by RbMotoLens
There are two things I thought I’d never say about a Harley. The first, is that I jumped it, the second is that it could probably be louder. Now I’ve never spent much time on Harleys. Not that I dislike them, they’ve just not been for me thus far.
My younger days were spent on sports-bikes and dirt-bikes, then as middle age kicked in I figured I no longer needed to prove to myself or anyone else how fast I was. So in recent years I’ve spent most of my time aboard adventure bikes.
And then Harley go and build this! The Pan America. A Harley adventure bike! Only slightly less expected than the electric Livewire I rode recently. Which had some shortcomings… Turns out though, I think this one is a better resolved product. Quite a bit better.
DOHC V-twin churning out a solid 150 hp and 127 Nm
A new Revolution Max 1250 ‘trail ready’ DOHC V-twin churning out a solid 150 hp and 127 Nm that’s also used as a stressed member of the frame,
Customisable semi-active front and rear suspension – 47 mm Showa BFF (Balance Free Forks) on the front, adaptive ride height, 191 mm front and rear travel,
Decent radial Brembos, trick looking tubeless wheels (19 on the front and 17 on the rear) and aggressive off road tyres,
210 mm of ground clearance, quick adjust seat height of either 830 mm or 870 mm,
Customisable ride modes and settings, integrated app via Bluetooth,
All up tipping the scales at 258 kegs wet.
There’s a fair bit to take in there. Let’s talk about the new engine first. The first thing you notice when you fire it up is the exhaust note, which with the stock muffler, is quite muted. In fact, I’d say it’s overpowered by the mechanical noise of the engine. Quite un-Harley-like I thought.
1,252 cc, DOHC, 60-Degree V-Twin
Hopefully a more open can could liberate a little of the trademark Harley throb, because it sounded much like any other V-Twin from on board, which seemed like a bit of a missed opportunity. I was probably hoping for a little more soul.
That’s about where the negativity ends though, because as a standalone engine, it performs rather nicely indeed. Excellent fuelling with smooth, solid power from right off the bottom. It just does its thing and does it easily.
On the tarmac it pulls hard – it’ll make the knobbies squirm for traction but the TC ensures it never ever gets out of shape. Just piles on the speed at will. And likewise on dirt, even down near idle it never gets bogged down and will happily lug like a tractor. It’s quite an impressive thing for a new engine out of the box. Kudos HD.
150 horsepower at 8750 RPM – 127 Nm at 6750 rpm
And the rest of the driveline follows suit. Both the clutch and box are pretty damn good. There’s no quick-shifter – but it shifts nicely without one. Not having one probably suits the slightly relaxed riding approach overall I’d say. More on that in a bit.
The next big one to talk about is the adjustable height and semi-active suspension. Now I’m just on 6ft, so the seat height was never really going to be an issue, but I did try the seat in the low position and it makes a massive difference to stand-over and the ease at which you can put your feet down.
So those of the shorter inseam, or indeed those perhaps more accustomed to a ride with low seats (aka, most Harley riders) are probably going to get a benefit from that… It will certainly feel a lot more familiar in the low setting than what a higher seat height might.
So it’s a smart design and clever move making it so easily adjustable. You simply remove the seat and slot it into either the upper or lower mount position and are done. 30 seconds all up. And its comfy too. You’d be able to log up big hours in the saddle without issue.
Seat Height 850 mm (830 in low position or 870 in high position)
The semi-active suspension is the other ace up the Pan America’s sleeve. Trev loved it. Me… well I found it a bit unnecessary at my height and something else to potentially break at first. I have to be honest, having the suspension lower then raise as you’re coming to and away from a stop was a bit unnerving to begin with.
I kinda like my bike to be consistent. And I figured those cables dangling out there down on the left by the front wheel were ready to snag on something if you’re getting into really snotty stuff.
8000 km service intervals are a bit short compared to much of the competition but due to hydraulic lash valve clearances never need checking so servicing ‘should’ remain relatively affordable.
And then I rode it some more and realised that snotty is not really what it’s aimed at. It should have been obvious by the 19-inch front that this is at the extreme opposite end of the Adventure spectrum compared to the KTM 1290 Super Adventure R I most recently had to compare it to.
Where the big Kato screams ‘attack’ almost everywhere off-road, the Pan America has a far cooler head, steadier approach and encourages you to explore tracks rather than tearing it up. No it won’t go everywhere the Kato will. But it’s not meant to. This is not a big dirt bike. It’s more of an ‘any-road’ tourer. And so those cables won’t really be an issue.
320 mm twin discs. Radially mounted, monoblock, 4-piston calipers, with cornering ABS
That said, it still handled the bulk of my standard gravel Adventure loop with ease. The only thing I avoided was a specific steep hill climb that has a couple of solid ledges to navigate. I probably would have managed, but didn’t want to push the envelope too much. Riding back to back with the big Kato – you just have to go at a more comfortable pace.
It will lift the front, it will jump, but you probably want to keep both of those to the small side. There’s a lot of weight there and only so much clearance and suspension travel… Once you do find your pace and rhythm though, it’s an enjoyable thing and quite easy to ride. It rarely feels heavy or cumbersome, it just… works.
On the go – in the dirt, it will bottom out if you push the bike too hard, but if you maintain a pace without going too nuts it’s a fairly capable thing. The off-road soft suspension setting is much better for solo riding. Loaded up with gear the hard setting might make sense but it’s way too harsh when smacking potholes or bumps if you aren’t loaded up.
As with all the settings I cycled through, they do make a noticeable difference. I found the throttle set at +1 to be way too abrupt from idle. But the standard setting was pretty much bang on.
And on tarmac, it does what you’d hope a 150 hp Harley would. That tyre profile ensures it tips in eagerly, from there it settles nicely and transitions naturally on exit. It’s surprisingly well balanced throughout the corner and will change lines easily enough too. For a big bike.
I mentioned that the seat is comfy earlier, and should expand on that. The cockpit itself is a properly nice place to be. The seat is super supportive and my butt approved of the shape, the ergos overall are good for both sitting and standing. The reach to the bars feels natural too.
Along with the two-position adjustable seat height, you can switch between three brake pedal positions as well – without using a tool. So dialling the bike in to suit you and how you ride is a doddle.
2021 Harley-Davidson Pan America
Let’s talk electronics for a bit. It feels like it has a million ride modes. Including two that are customisable. Again, some might take advantage of all of them. I did like the fact that you can customise which ones actually get displayed and ignore the ones you don’t want. See ya rain mode – you aren’t necessary. Not when you already have traction control and when street mode is so nice and predictable.
The best mode however is hidden. The ‘proper’ off-road mode that disables the rear ABS and TC only appears when you press and hold the mode button for a bit. That’s the one you want to be playing with off-road if you want to be able to get some decent slides going and steer with the rear. It’s good. Not just good for a manufacturer’s first crack at a new segment, but proper good.
Worth pointing out that neither custom mode can have the TC turned off, you can only change it to ‘off road’ mode. Even the hidden mode retains some TC by the feel of it. But it’s diluted enough to achieve big grins.
2021 Harley-Davidson Pan America
Switchgear-wise, they’ve moved the indicators back to a traditional ‘all on the left’ location (having the right indicator on the right hand side makes no sense to me and shitted me on the Livewire). There’s a fair bit going on with the switchgear. Nothing overtly worse than I’m seeing on a lot of other bikes though – not sure that’s a great trend. Simple is good, please.
Fair bit of switch-gear on both bars
Overall styling is, well, ‘unique’ forward of the handlebars… Not sure I’m a fan of that headlight box treatment but it’s definitely better in the metal than in pics.
Rear brake a large 280 mm disc. Floating single piston caliper, with cornering ABS
From the bars back though it looks tough. Those tubeless wheels look very trick, but with the perimeter positioning of the spokes they’re an absolute pain in the arse to clean.
$31,995 Ride Away – $33,480 with spoked rims and adaptive ride height
Crash bars look like a sturdy, well thought out design and follow the good build quality all over, the only thing to call out there is that I reckon the plastic strip on the tank will scuff easily. It was already starting to show marks on the bike I rode.
2021 Harley-Davidson Pan America
Other niggles? Only a couple really. The dash has some text that’s too small to read and is grey on black, which makes it harder again. It’s accentuated by rain drops… It’s not a bad layout in theory and I’m sure it looks great on the designer’s screen, but I found it unnecessarily small in font size across the board and a few little layout details that could have been improved upon. I admit I’m a bit anal about dash designs though… that’s what years of being a digital designer will do to you.
6.8 inch viewable area TFT display with speedometer, gear, odometer, fuel level, clock, trip, ambient temp, low temp alert, side stand down alert, TIP over alert, cruise, range and tachometer indication, BT capable – phone pairing to access phone calls, music, navigation (H-D App ONLY)
And the side stand is a bit shit. It’s difficult to find with your foot, is short and the way it’s ‘sprung’ means that it will still allow the bike to lean over further after it first touches down on the deck. Which means the ‘foot’ will also slide sideways on your concrete floor. Not ideal.
21 Liter fuel capacity – Wet weight with full tank 254 kg
All in all though, the Pan America surprised me. Certainly those aggressive tyres help things in the dirt but it handled most obstacles fairly easily – again – as long as you stay aware of the suspension (and wheel size) limitations. It’s not a dirt bike, but lives at the softer end of the adventure spectrum, while still having plenty of hump on the road and behaving itself on both surfaces quite nicely. I’m happy to report that this Harley is one that stacks up.
Price wise, well there’s a decent price of admission. Thirty three and a half big ones if you pony up for the spoked wheels and adaptive ride height – which I’d argue most will. There is certainly some competition at that price point, but it’s a different proposition to most by the badge alone.
That alone will garner some sales, especially from existing Harley riders looking to step sideways to something that will take them off the beaten track. And this will do just that. Nicely done
A nice set of pipes would go down a treat and add a bit more soul
Why I like the Harley Pan America
Impressive new model debut
Mechanically it’s pretty damn good everywhere
The adaptive ride height and low seat height combo will definitely win fans
A different kind of (off-) street cred and meets the design brief very nicely
I’d like the Pan America more if…
Can we get an exhaust note that’s a bit more… Harley?
That side stand needs some work
And the dash design does too
Design is perhaps a little polarising
Harley-Davidson Pan America Specifications
Engine
Liquid-cooled, DOHC, 60-Degree V-Twin
Displacement
1,252 cc
Bore X Stroke
105 mm x 72 mm
Power
150 horsepower at 8750 RPM
Torque
127 Nm at 6750 rpm
Compression Ratio
13:01
Fuel System
Electronic Sequential Port Fuel Injection (ESPFI)
Exhaust
2-into-1-into-1; catalyst in header
Charging
Three-phase, 45 Amp system (300 Watts @13 Volts, 1200 rpm, 585 Watts max power @ 13 Volts, 2250 rpm)
Electric Power Outlet
USB C-Type , Output 5V at 2.4 Amp
Drivetrain
Chain Driven
Front Fork
47 mm USD Fork with compression, rebound and preload adjustability. Special model only: Electronically adjustable semi-active damping control.
Rear Shock
Linkage-mounted piggyback monoshock with compression, rebound and preload adjustability. Special model only: Automatic electronic preload control and semi-active compression & rebound damping on Special model.
Suspension Travel
190 mm front and rear
Rake
25 degrees
Trail
4.3″
Wheelbase
1580 mm
Ground Clearance
210 mm
L x W x H
2265 mm x 965 mm x 1510 mm
Seat Height
850 mm (830 in low position or 870 in high position)
Front Tyre
120/70R19 60V Michelin Scorcher Adventure, Radial
Rear Tyre
170/60R17 72V Michelin Scorcher Adventure, Radial
Wheels
19 x 3 in. (F) 17 x 4.5 in. (R) – Cast alloy, spoked rims optional
Front Brake
320 mm twin discs. Radially mounted, monoblock, 4-piston caliper, with cornering ABS
Rear Brake
280 mm disc. Floating single piston caliper, with cornering ABS
Display
6.8 inch viewable area TFT display with speedometer, gear, odometer, fuel level, clock, trip, ambient temp, low temp alert, side stand down alert, TIP over alert, cruise, range and tachometer indication, BT capable – phone pairing to access phone calls, music, navigation (H-D App ONLY)
Oil Capacity
4.5 l
Coolant Capacity
2.2 l
Service Interval
8000 km
Fuel Capacity
21 litres
Fuel Economy
4.9 l/100 km
Weight (Fully Fueled)
254 kg
Gross Vehicle Weight Rating
455 kg
Warranty
24 months (unlimited mileage)
Ride Away Price
$31,995 Ride Away – $33,480 with spoked rims and adaptive ride height
2021 Harley-Davidson Pan America2021 Harley-Davidson Pan America
Harley-Davidson Australia has recalled their 2003-05 Sportster XL883R and XL1200R models over an issue with the front brakes.
It is their first recall notice issued for 2021.
The official government notice says the brake light may remain illuminated when the front brakes are not applied.
“If this occurs the traffic behind the vehicle will be unable to identify whether the motorcycle is actually braking,” the notice says.
“This may lead to an accident causing injury or death to the rider and/or passenger and/or other road users.”
Owners of the 74 affected motorcycles whose VINs are listed below should contact their nearest Harley-Davidson Australia dealer immediately and arrange an appointment to have the master cylinder rebuilt free of charge.
Even though manufacturers and importers usually contact owners when a recall is issued, the bike may have been sold privately to a rider unknown to the company.
Therefore, Motorbike Writer publishes all motorcycle and scooter recalls as a service to all riders.
If you believe there is an endemic problem with your bike that should be recalled, contact the ACCC on 1300 302 502.
To check whether your motorcycle has been recalled, click on these sites:
I’m thinking of writing a letter to Harley-Davidson boss Jochen Zeitz asking him to rename their new adventure bike the Pan Australia, rather than the Pan America.
There is no more suitable country than Australia for such a bike where half of the gazetted roads are dirt and the other half riddled with potholes and corrugations; where the dual-cab ute and SUV have taken over as the family vehicle; and where it’s a couple of packed lunches between servo stops.
Here the unaptly named Pan America stands proud as a conveyor of riders across everything from single track to freeways and even the daily commute.
Based on price, performance and efficiency, it sits toward the top of the growing heap of popular litre-plus behemoth adventure bikes.
Harley-Davidson’s first adventure motorcycle comes in two models overseas, but in Australia and New Zealand arrives in the up-spec Special model only, priced at $A31,995 ride away ($NZ33,995).
That’s fairly competitive when compared with Euro rivals from BMW, Ducati, KTM and Triumph.
The base model has mag wheels and is more road oriented, while the Special is an adventure tourer with electronically adjustable semi-active suspension, tyre pressure monitors, centre stand, multi-position rear brake pedal, hand guards, aluminium skid plate, Daymaker headlight, heated hand grips, cruise control and steering damper.
Tubeless spoked wheels
Options include tubeless spoked wheels like BMW’s GS and adaptive ride height which were fitted to my test bike at a package cost of $1485.
Over the course of two weeks, I took it on pretty much every type of gazetted road in Australia from sandy single track, through some mud, B grade potholed country roads, suburban commuting and highways.
The big Harley may look like a big, black, plastic wheelie bin, but it certainly is a practical and accomplished all-roader.
What it isn’t, is a Harley; or at least it does not look, feel, sound nor perform like any of the hundred-plus Harleys I’ve ridden in the past couple of decades.
In fact, one of the world’s most recognised brand names is only discretely displayed on the wheels and rocker covers, with blank bar-and-shield logos on the tank.
The engine may be a V-twin like all other Harleys, but the new liquid-cooled Revolution Max 1250 feels, sounds and performs more like a parallel twin.
There is none of the thump and big-bottomed torque of Harley’s big V-twins. Instead, it is a refined engine with variable valve timing and a good spread of power.
With 112kW of power, it’s only beaten by Ducati’s Multistrada, while the torque monster BMW at 142Nm is the only big adventurer with more grunt than PanAm’s 127Nm.
However, maximum power and torque do require many more revs than other Harleys or the BMW GS juggernauts.
And it doesn’t have that iconic potato-potato sound that Harley famously and unsuccessfully once applied to trademark.
The engine is married to an un-Harley-like slick transmission where neutral is easy to find and the gears mesh so nicely you can cluthlessly shift up and down through most cogs.
At 100km/h in sixth, it is spinning at 3800rpm which is about 1200 revs higher than most Harley engines.
The spread of ratios allows low gearing for technical terrain as well as a reasonably vibe-free smooth run on the highway.
Here you can flick on the cruise control and be assured that you won’t cop a ticket for inadvertent speeding since it doesn’t pick up pace going downhill.
While other brands may be introducing adaptive cruise control that regulates the speed according to the vehicle in front, at least Harley’s cruise will protect your licence, albeit with a strange surging feel as it tries to stick to your selected speed.
Like most big adventurers, it stands tall with high bars, footpegs, windscreen and tank.
Yet the adjustable seat height is relatively moderate for adventurers at 850mm with an optional suspension dropping it to 830mm, so it should a wide range of riders.
Ergonomics are comfortable with a commanding riding position, plenty of leg room, a generous reach to the bars and a big, plush saddle for both rider and pillion who also gets massive hand grips that double as discrete mounts for panniers.
It’s accommodation that will convey rider and pillion hundreds of kilometres in comfort and with plenty of protection from the windscreen with three-level adjustment.
Adjustable windscreen lever
You can adjust the screen via a lever on the left so you can keep your right hand on the throttle. However, I found it a bit awkward to adjust on the fly, so I suggest pulling over to change the screen height.
On rough terrain, the standing position on generously sized footpegs with pop-out rubber inserts is also congenial without the need for bar risers.
Surprisingly, the company that previously boasted it made “heavy motorcycles” is not the heaviest of the adventurers at 253kg, which is 15kg less than the market-leading BMW R 1250 GS.
While no behemoth adventure bike feels at home on single track, the top-heavy Harley does not feel too awkward.
Despite the V-twin confirmation placing a lot of weight high in the chassis, it feels well balanced and not overly hefty.
However, in the standing position, you can’t see the front tyre which makes it difficult to precisely place the front wheel in or out of ruts.
All big adventure bikes are now marvels of technology and the PanAm is no different with a massive 6.8 inch TFT display showing speedometer, gear, odometer, fuel level, clock, trip, ambient temp, low temp alert, side stand down alert, tip-over alert, cruise, range and tacho.
All that info is available on the home screen, but the type on some info is small and difficult to read.
However, you can scroll through various screens where the information is tailored with larger and easier-to-read letters and numbers.
It comes with four preset riding modes (highway, rain, sport and enduro) that adjust throttle sensitivity, ABS, power output, traction control and suspension damping, plus a customisable mode that you can tailor to suit your needs and riding style.
You can also pair your phone to the bike and access phone calls, music and navigation through the H-D app.
USB accessories charger
All controls are easily reachable on the plethora of switches and buttons on the two big switch blocks.
Harley has long had sidestands that lock so they won’t roll forward and fall over. The PanAm continues that sensible tradition, but it’s a bit short and too far forward for my liking, making it difficult to deploy on flat ground or where there is a slight uphill on the left.
The massive centre stand is welcome, but difficult to deploy without assistance from a pillion or riding buddy.
You can dress up the PanAm with a wide range of Harley accessories, including three durable luggage systems, as well as adventure riding gear for men and women developed in collaboration with respected European motorcycle apparel specialist, REV’IT!.
Pan America Special tech specs
Price: from $31,995 ride away (test bike included tubeless spoked wheels and adaptive ride height at $1485).
Warranty: 2 years/unlimited km.
Engine: liquid-cooled, VVT, Revolution Max 1250cc V-twin.
Power: 112kW @ 9000rpm.
Torque: 127Nm @ 6750rpm.
Gearbox: 6-speed, chain drive.
Weight: 253kg.
Suspension front/rear: 47mm inverted fork with electronically adjustable semi-active damping control. aluminium fork triple clamps / Linkage-mounted monoshock with automatic electronic preload control and semi-active compression & rebound damping.
Australia and New Zealand have been allocated eight of the 500 limited-edition Harley-Davidson Street Glide Specials hand painted in Arctic Blast to give the impression of motion.
The bike, which revealed at the Sturgis Motorcycle Rally this week will cost $A47,245 ride away ($NZ51,440) which a fair premium over the standard at under $40,00.
However, Harley boss says Jochen Zeitz says the metallic deep blue with bright blue strokes over a pearlescent white base is pretty special and will “continue to build on our reputation and lead by example, as the best in exclusive custom motorcycles and design”.
Harley Styling and Design VP Brad Richards says the paintwork is “executed in strokes of high-contrast colour intended to communicate the appearance of motion”.
“The design looks bold from a distance but offers interesting details that can only be seen up close, including a blue pearl effect over the white base, and a ghosted hexagon pattern on the fairing,” he says.
The Arctic Blast Limited Edition paint is hand-applied by Gunslinger Custom Paint in Golden, Colorado, who have been supplying custom-painted components for Harley’s Custom Vehicle Operations (CVO) motorcycles for years.
The bagger model is powered by the Milwaukee-Eight 114 V-Twin and features stretched locking saddle bags, Daymaker LED headlight, low-profile engine guard, and Prodigy custom wheels.
The Boom! Box GTS infotainment system with colour touch screen includes GPS and is compatible with Android AutoTM and Apple CarPlay.
Harley-Davidson overnight took the covers off a limited run of 2021 Harley-Davidson Street Glide Special motorcycles featuring a handcrafted Arctic Blast Limited Edition paint scheme.
The Arctic Blast Limited Edition paint will be offered in a single colourway – metallic deep blue with bright blue strokes over a pearlescent white base.
Availability will be limited to 500 examples worldwide, each serialised on the fuel tank. There will be only eight such motorcycles available across Australia and New Zealand.
The special colour scheme commands a $7495 premium
Starting at $47,245 ride-away in Australia or $51,400 in NZ, the Artic Blast colourway commands an almost 8k price premium over the regular Street Glide Special.
The Arctic Blast Limited Edition paint is hand-applied by the artisans at Gunslinger Custom Paint in Golden, Colorado.
The Street Glide Special is a popular model in the Harley-Davidson line-up and one of our own favourites here at MCNews.com.au.
The motorcycle was revealed at the 81st Sturgis Motorcycle Rally
One of the mainstays of Harley’s well-established Touring range the Street Glide Special features a bat-wing fairing that houses an impressive instrumentation set-up that combines retro with a modern Boom Box GTS infotainment system with colour touch screen, advanced navigation plus compatibility with Android Auto and Apple CarPlay, hand and voice commands (when paired with compatible headset), and two-speaker audio is standard equipment.
Bat-wing fairing houses Daymaker LED light and impressive instrumentation
The Milwaukee-Eight 114 V-Twin powers the 375 kg (wet) Street Glide Special with 160 Nm of torque at 3250 rpm.
Stretched bags are standard on all Street Glide models
The stretched locking saddle-bags and Daymaker LED lighting is also standard across the Street Glide Special model line.
The Arctic Blast Limited Edition paint will be offered in a single colourway – metallic deep blue with bright blue strokes over a pearlescent white base.
The handcrafted Arctic Blast Factory Custom Street Glide Special will be limited to 500 serialized motorcycles worldwide.
Harley-Davidson is producing a limited run of 2021 Street Glide Specials featuring the handcrafted Arctic Blast Limited Edition paint set. The motorcycle was revealed today at the 81st Sturgis Motorcycle Rally. Availability will be limited to 500 examples worldwide, each serialized on the fuel tank.
The Arctic Blast Limited Edition paint will be offered in a single colorway – metallic deep blue with bright blue strokes over a pearlescent white base. Each of the Street Glide Specials receiving the new custom scheme is hand-painted by the artisans at Gunslinger Custom Paint in Golden, Colorado. Gunslinger is home to a renowned group of painters, designers and, artists with decades of experience supplying custom-painted components for Harley-Davidson’s Custom Vehicle Operations team and limited-edition motorcycles.
Custom paint is applied by Gunslinger Custom Paint of Golden, Colorado.
“With the Arctic Blast Limited Edition paint offering for the Street Glide Special, at Harley-Davidson, we continue to build on our reputation and lead by example, as the best in exclusive custom motorcycles and design,” said Jochen Zeitz, Chairman, President and CEO Harley-Davidson.
The Street Glide Special model is a Harley-Davidson hot-rod bagger that combines long-haul touring comfort and custom style powered by the Milwaukee-Eight 114 V-Twin engine. Key features include the iconic Harley-Davidson batwing fairing, stretched locking saddlebags, a Daymaker LED headlamp, low-profile engine guard, and Prodigy custom wheels.
A close up reveals intricate details in the finish.
“The Arctic Blast paint is executed in strokes of high-contrast color intended to communicate the appearance of motion,” said Brad Richards, Harley-Davidson Vice President of Styling and Design. “The design looks bold from a distance but offers interesting details that can only be seen up close, including a blue pearl effect over the white base, and a ghosted hexagon pattern on the fairing.”
The Arctic Blast Limited Edition Street Glide Special MSRP is $38,899. A Chopped Tour-Pak luggage carrier with matching paint will also be offered through Harley-Davidson Genuine Motor Parts & Accessories (MSRP: $1,699.95).
On top of being a reputable giant for the motorcycle industry, Harley Davidson has sidestepped into the e-territory of bicycles – and the result is sweeping across Europe.
Serial 1 Cycle Company’s four electric bicycles, from left to right: The MOSH/CITY, MOSH/CITY STEP-THROUGH, RUSH/CITY, and RUSH/CITY SPEED.
According to a report from ElecTrek, Harley Davidson’s Serial 1 Cycle Company debuted their eBicycle range last year with a handful of premium models that feature nifty perks like automatic shifting (yes, on a bicycle), a glove box (who knew), Brose’s latest S Mag mid-drive motor, and the same line of battery packs housed in Harley Davidson’s LiveWire Electric Motorcycle.
Now, thanks to a partnership with Harley – Davidson Europe, their electric bicycles are going to be made available in other areas of the Central Hemisphere, including Belgium, Czech Republic, Austria, Denmark, France, Germany, Finland, Ireland, Italy, the Netherlands, Norway, Luxembourg, Poland, Spain, Sweden, Portugal, Switzerland, and the UK.
Care to coast on an H-D eBike? Prices for these models purportedly start at €3,499 ($4,140) for the cheapest model (the MOSH/CTY), with all H-D bicycles rendered compliant to current Euro regulations, limiting the potential speeds of the models.
Here’s a breakdown of the bikes:
MOSH CTY
The Serial 1 MOSH/CTY is H-D’s entry-level play bike and all-around urban commuter. While the top speed is 20 mph (32 km/h), the single-speed drivetrain paired with MOSH/CTY’s 529 Wh battery, 104 mi (168 km) of range, and robust construction make this model choice the budget-friendly workhorse of the lot.
And you won’t have to worry about Euro-compliant regulations – the eBike has already been reduced to 15.5 mph (25 km/h) for your safety of mind.
RUSH CTY
The Serial 1 RUSH/CTY is the fancy babe of the H-D fleet. This model features automatic shifting – a neat choice from H-D that uses an Enviolo continuously variable transmission.
What does this mean? It means you’re getting the perfect gear for your speed, regardless of how you ride. Nifty. Pair that with a 706 Wh battery and 115 mi (185 km) of range – and you’re ready to rumble.
RUSH/CTY SPEED
Harley Davidson also has the RUSH/CTY SPEED – a model upped to a top speed of 28 mph (45 km/h), rendering the eBicycle a Class 3 model in America and the specialized category of speed-pedelec (S-Pedelec or S-EPAC) in Europe, with all the features of the RUSH/CTY.
RUSH/CTY STEP-THROUGH
Oh, and a heads up – the RUSH/CTY is also available in a step-through model, called the RUSH/CTY STEP-THROUGH.
Take a gander on Harley Davidson’s website for more information on the MOSH and RUSH ranges, as well as a peek at H-D’s first custom eBicycle, the MOSH/CHOPPER, if you’ve got a bit of time.
With all four models becoming available to the citizens of Europe and beyond, it’ll be exciting to see how Harley-Davidson plans their next move.
If you go through the list of memorable automotive monikers, what do you come up with? Mustang? 911? What about motorcycles? Fireblade? GS? All iconic names, but arguably none carry the weight and legacy of our testbike today.
The Harley-Davidson Sportster has been around since 1957, predating even the 911 by six years, and thus is more important to The Motor Company than any machine they’ve created before or since.
The 2022 Harley-Davidson Sportster S is a very different beast from those that came before it
In the 64 years since the Sportster was released, it’s seen only two major revisions before the 2021 model year. That first year of 1957 right through to 1986 we saw the era of the Ironhead, followed by the Evo from ’86 to 2020 with rubber mounting for the motor coming in 2004.
So, you can imagine the fanfare when a new Sportster is created. It’s rarer than honest politicians during a pandemic.
You have to admit that it does have some swagger about it, even at rest
The 2021 model year sees the debut of the all-new Sportster S. Stumpy, fat, unapologetic in that inimitable “up-yours” H-D style, the Sportster S signals a new direction for Harley as they shift away from the “potato-potato” motor sound in the hope of luring new riders while still keeping their beloved baby-boomer demographic.
Retailing for $26,495 ($26,790 if you add $295 for the Stone Washed White Pearl of our testbike), this is a totally new design, with the S using a version of the 1252 cc Revolution Max 1250T liquid-cooled motor that debuted in the Pan America adventure bike earlier this year.
The pushrods and cooling fins might be gone but there is a shitload more horsepower in those cases than any previous Sportster
The dreaded word “retuned” must be used here, although it’s not as bad as you might think. The Sportster S engine loses 21 kW overall compared to the Pan Am to sit at a claimed 90 kW, but the claimed torque of 125 Nm is moved further down the rev range, While Pan America boasts 150 horsepower at 8750 rpm and 127 Nm of torque at 6750 rpm, the quoted figures for Sportster S are 121 horsepower at 7500 rpm and the torque figure remains the same at 127 Nm but arrives 750 rpm earlier in Sportster S. Harley say they have tuned the engine to be more torque focussed with smaller ports and valves that meet a combustion chamber profile that is also designed to flow stronger at lower rpm along with milder cams and variable valve timing phasing that endow the engine with better low-rpm performance. On the road it provides impressive go from as low as 2000 rpm, despite that torque peaking out at only 6000 rpm.
Three pre-set riding modes and a customisable fourth mode
Matched to three pre-set riding modes of Sport, Road, and Rain, and a fourth customisable mode, the 60-degree Revolution Max 1250T motor is an absolute peach of a thing. This is by far the most dynamic motor I’ve tested from Harley-Davidson in my writing career—there’s a lovely throttle response matched to acres of torque and next to no vibrations thanks to the dual counter balancers. A fully-stressed member of the chassis, this is a very un-Harley Harley, more akin to a Japanese parallel-twin than an America V-twin.
2022 Harley-Davidson Sportster S
Sporting variable valve timing, the transition between the two halves of the rev range is pretty seamless, although the gearbox leaves a little to be desired. With the feet-forward ride position and subsequent play in the shift lever, the gear selection isn’t as positive as I would have liked for a machine costing north of $26K. The first two gears are tall, and as a result you’ll spend a lot of time in first or second when in heavy traffic, necessitating going through neutral a lot. I can’t tell you how many times I snicked neutral rather than second, even trying not to do so netted a dreaded neutral from time to time.
I did manage to get on a Sportster S with an adjusted shift lever position that helped matters somewhat, but the gearbox action still left a little to be desired.
The peg position can be changes with accessories, but Rennie didn’t like any of them
Another area that leaves something to be desired is the heat coming off that exhaust. Wrap around-style like Harley’s flat track racers, the pipe looks great, sounds not too loud, but gets blisteringly hot as it snakes around the front of the rear cylinder head with the catalytic convertor hanging about 20 cm from your family jewels. Hot summer days are going to be murder on this, just as it was on our test day in Southern California.
You would imagine looking at this picture that the Sportster S might cook your nether regions in traffic, it does…
To be fair, the heat is only a major issue when you’re going slowly with minimal airflow to help with dissipation. Get the Sportster out of the city and into the mountains and the heat won’t be of much concern.
The lack of rear suspension travel makes for a harsh ride if you encounter any bumps
What is of concern, however, is the rather short 93 mm of ground clearance and only 51 mm of travel from the rear suspension. That’s not much and I can tell you from the hotseat (get it?), it isn’t. You’ll feel every hard-edged bump on the Sportster S, making slow rides not just hot thanks to the pipe but achingly uncomfortable, too.
Does that look comfortable…?
And like the heat, you need to get the Sporty out of the city and into wide open spaces. Once you do, the motorcycle will start to show some of its sporty wares to at least give some cred to its name.
You’re long, low and somewhat lazy on the Sportster, but wind the wick up and it’s surprising how much speed the chassis will let you carry. With a claimed 34 degrees of lean angle available, you won’t be impersonating any racers, but hang off, use your bodyweight to turn and keep it off the footpeg hero knobs then you’ll be having a right old time with it.
Despite the limited ground clearance it is more at home in the hills
I’m not a fan of the forward feet controls, as they impede not just the gearshift but end up putting me in the dreaded ‘cruiser slouch’, rounding the base of my back and accentuating the pain when you ride over sharp bumps.
And it’s not as though the seat is sumptuous enough to make up for the deficiencies in the rear suspension
Later in the test, I was given a few kilometres on a Sporty with the aftermarket mid-mounted controls which I liked much more, although the rider triangle went from stretched out to cramped very quickly. Can’t win them all, it turns out.
The tank holds only 12-litres of fuel so one eye will need to be kept on the range
The Sportster is graced with fully-adjustable 43 mm Showa forks and a fully-adjustable linkage shock out the back complete with a hand knob for preload adjustment, so you should be able to dial in a setting you like relatively easily. The front suspension is quite nice in its application, not too stiff and will soak with the road corrugations much more effectively than the rear, which uses your arse as part of the damping circuit.
Handy knob for easily adjusting spring pre-load, pity you can wind in some more travel…
The design department won out over practicality by fitting the Sportster S with a single 300 mm disc gripped by a four-piston Brembo monobloc caliper, aided by a single 260 mm disc clamped by an admittedly very powerful twin-piston caliper at the rear. The front brakes lack feel at the lever, although they will slow the Sportster adequately enough for the Cornering ABS system to kick in, which is either a criticism of the brakes being too wooden in feel or the ABS kicking in too early, even on its least-intrusive setting. I feel a bike of this price tag should come with two discs and calipers up the front, but that’s just my two cents.
Good brake, but only one of them, not good enough
Cruise control, the four ride modes, turn-by-turn navigation with the Harley app and Bluetooth connectivity are all included as standard fitment on the Sportster S, which is par for the course now for premium offerings from Harley. It’s all accessed through the small but effective dash—it’s certainly not the biggest but I’ve ridden plenty of bikes in this price range where the dashes are extremely difficult to use. Harley’s UX designers have done a decent job of making the electronics easy to use and adjust.
They’ve done a good with the interface and instrumentation
I’ll be honest and say I feel the Sportster S is too one-dimensional for my tastes. It only really works when you’re out giving it a thrash, and the ride comfort is just not there for slow speed riding, which the aesthetic suggests should be the main type you’ll do.
Despite the limited ground clearance it is more at home in the hills
The Sportster S is an extremely quick little motorcycle. Indeed, nothing with a Harley-Davidson badge, similarly engined Pan America aside, will likely get near it apart from the LiveWire, which feels like you’ve got the hand of god pushing you forward when you hammer the throttle between 30-80 km/h.
That mills musters plenty of squirt and along with the Pan America and LiveWire propels Harley into a new era of performance
However, I like the Sportster not so much for the ride but what it represents for Harley-Davidson. There’s a cultural shift happening right now at The Motor Company, with new blood not interested in maintaining the status quo that has seen Harley-Davidson pigeon-hole itself as a bike for baby boomers only.
Kyle Wyman’s win in the MotoAmerica King of The Baggers championship was a huge deal for Harley, and it’s looking increasingly likely that sporting side will start spawning some new models that are not what you’d traditionally expect.
Let’s have some more bikes with this motor thanks
I sincerely hope Harley-Davidson takes this engine and makes a decent nakedbike with it. It’s such a good little thing, it’d be a waste to have it in just an ADV bike and a cruiser.
Either way, if the Sporty speaks to you, you’ll doubtless fall in love with it the second you ride it. For me, I’ll wait with a beer and see if that unicorn nakedbike is forthcoming.
“A journey of 1000 miles begins with a single step,” is quite a famous saying. Considering the appropriate learning curve of a new rider, we say that getting a motorcycle is probably around step 3, after step 1, taking a training course, and step 2, getting all your personal protective equipment. But, you may be asking, what motorcycle should I get?
This is one of the most asked questions in the world of new riders, by a large margin. The short answer is “Whatever you want,” but that leaves out a few very important factors that a new rider should be aware of. A supersport is not a great first bike. A 1,700 cc v-twin muscle cruiser is not a friendly bike to learn on. Even a 900cc motorcycle can be bad to learn on, especially if it’s meant to be a dual-sport adventure bike.
It is for this reason that we have put together a list of the 10 best motorcycles for beginners, broken down by category. All of the bikes listed below are perfect places to start your motorcycling career, with friendly handling characteristics, approachable power, and forgiving frames and suspension so you can learn the ins and outs of daily riding!
Honda Rebel Range (300, 500)
Not one, but two, sport cruisers! While the 2021 Honda Rebel range welcomed the 1100 this year, the 300 and 500 series of the Rebel are still what would be considered the better beginner bikes. This is because the new 1100 uses the same engine that is in the 2021 Africa Twin, only slightly detuned, but well above what would be considered beginner-friendly power.
What makes the Honda Rebel one of the best bikes to start with if you’re wanting a cruiser is its simplicity. You don’t have 17 different riding modes to fiddle around with, the engine and transmission are proven, strong, reliable units, and the riding position (if you’re 5’11” or shorter) is very comfortable. It will also lean well into corners, has extremely forgiving suspension, and has enough get up and go to be exciting, but not dangerous.
Being a Honda, it is also very wallet-friendly. If you want to buy new, you will come in well under $7,000 for a 500, and buying used, it is fairly common to find either model in excellent condition for $4,000 or less.
Kawasaki Z400 & Z650
Yes, we smashed together two naked bikes into one post! Both the Kawasaki Z400 and Z650 are considered some of the best nakeds on the market, and despite some pretty fierce looks, are quite easy to ride. Both are powered by bulletproof Kawasaki parallel twins, one with 399cc and 45 HP, the other with 649cc and 67 HP.
The reason these get the nod for the naked sector is that Kawasaki jams as much technology and rideability into the lower end of the Z family. Standard features are dual-zone ABS (something every beginner bike should have, honestly), an assist-and-slipper clutch to help you learn the perfect friction point without tearing your bike to pieces, a linear and controllable power curve, and supportive suspension that talks to you about what the road is doing, without trying to shatter your spine at the same time.
Both bikes are also ridiculously priced, in the best sense of the word. You are getting bikes that are quite able to be sold confidently at $7,000+ and $9,000+ each new, but the 2021 Z400 starts at $5000, and the 2021 Z650 is only $7,800! There is no knocking Kawasaki off the value-for-money throne, and if you buy used, you’ll find them even lower down on the pricing range.
Suzuki SV650A
Anyone that knows anything about starter bikes, or has read any recommended beginner bike list on pretty much any website, ever, was expecting this one. Ever since emerging in 1999, the Suzuki SV650, including the Gladius years, has been the absolute darling of the new rider segment.
Is it the 645cc v-twin that puts out 75 HP but has a smooth, easy to control, and linear torque curve? Is it the bulletproof transmission that works without issue even if you physically throw it off a cliff? Is it the suspension that from day one was adjusted and engineered by Suzuki’s racing division, to give a supple ride with agility? In a word: Yes.
The SV650 is the kind of bike that is all things to all people. In stock trim, it is a sports naked. If you want to get a bit sportier, there is the SV650X, a cafe-racer styled naked. There is the SV650A, a partially faired sportbike with a small windscreen. Whatever path you choose, the V-twin is invincible with proper maintenance, the bike will last you well beyond your beginner seasons, and it’s also really inexpensive to maintain as well, with an extensive first- and third-party parts network that is nigh-on global in reach.
Kawasaki KLX250/KLX300
While 2021 has seen the removal of the venerable KLX250, to be replaced with the KLX300, both are still amazingly competent beginner dual-sport motorcycles. With the newer KLX300 being powered by a 292cc liquid-cooled four-stroke single that thumps out just about 33 HP, it is more than powerful enough to commute on most city roads, yet will also happily tear up a gravel or dirt trail on the weekends.
Unlike its new 2021 KLX300 SuperMoto brother, the KLX300 and the older KLX250 are both tuned to have usable power at almost any revs and to be predictable and controllable in its delivery. While dual-sports are famous for having the ability to lift the front wheel when suddenly fed power, Kawasaki tames that with good torque, but not too much, at lower revs, only really coming into the full powerband once you’re actually moving.
That said, by being so lightweight at just over 300 lbs soaking wet with a cinder block tied to the seat, the bike is excellent for the beginner looking to feel what a bike can do in terms of handling and cornering. This little dual-sport loves to transition from upright to a lean with vigor. As well, if you do mess up riding this little beast, and need to use the shoulder or end up on a grassy bit, as it’s a dual-sport, apply your progressive braking technique while riding upright and you’ll come to a stop without dropping the bike.
Yamaha YZF-R3
Being completely serious for a moment, the Yamaha YZF-R3, much like its similar R brethren over the years, is not a bike to be taken lightly. It is, for all intents and purposes, a mini-supersport, and can demonstrate within seconds of being in the saddle why it’s quite often the bike that many start out their track day careers with. This is not to say it is overly scary, just that it is less forgiving in terms of major mistakes than many of the other bikes on this list.
From a 320cc parallel-twin, Yamaha has managed, somehow, to get it to give up 50 HP, which is almost double what any other bike in the 300cc sports segment produces. Thankfully, the R3, at least in the modern era, comes with full dual-zone ABS. Just be aware that this is a lightweight, agile, and “can get you to illegal speeds” capable bike.
As well, if you are going to pursue riding supersports as your hobby, we highly recommend checking out our Best Full-Face Helmets For Under $500 list (our own sport riders highly recommend the Shoei RF1400 or Arai Regent-X if your budget can stretch) to get an appropriate helmet, and our other gear guides to find sport riding protection to keep you safe!
Suzuki DR-Z400S/DR-Z400SM
Suzuki, much like how Kawasaki did with their Z bikes, splits their legendary dual-sport into two important categories. The first, the DR-Z400S, is one of the longest continually produced dual-sports on the market and has earned its status as a starter bike because it is just so damned friendly to ride. If you’re looking for a bit more of a hooligan as your first bike, the DR-Z400SM is the same basic shape as the dual-sport, but the different suspension, engine tuning, and wheels and tires turn it into a supermoto that is as comfortable commuting as it is sliding out its rear tire.
Suzuki’s near-mythical 398cc liquid-cooled four-stroke single thunders out 39 HP for both bikes, but does so across a wide rev range, although there is a mid-range point that can potentially catch riders out, especially those who over-rev and accidentally dump the clutch. However, that exact same mid-range powerpoint is what makes this the perfect beginner bike. What really counts on the commute is the power to pull yourself out of a developing situation, or out of harm’s way.
By giving you a bike with enough civility at low revs to practice around a parking lot, as well as with enough grunt to get you out of dangerous situations, both the dual-sport and supermoto versions of the DR-Z are more than enough to give you years upon years of enjoyment. Many intermediate and advanced riders will hang onto their DR-Z’s because they are just that much fun to ride.
Honda CB500X
To be honest, for our adventure touring recommendation, it was so close between the Honda CB500X and the Suzuki V-Strom 650 that it was almost impossible to call. What got the Honda the nod is that it delivers is power just a tiny bit more smoothly, and is more accessible to more riders because of it being a tiny bit shorter in the seat. It also has a bulletproof version of the CB500 engine range of Honda bikes, a 471cc liquid-cooled parallel-twin with 50 HP and 32 lb-ft of torque.
Some adventure bikes, like those from KTM, are more geared towards getting off the asphalt and onto the dirty stuff for some fun. Others, like the CB500X, are more about being comfortable for long-distance road adventuring, without being cruisers. What makes this bike a great beginner adventure bike is the fact that it has all the get-up and go of a sportbike, the engine-sharing CBR500R, but a dead-set standard riding posture, with comfortable ergonomics and a great feel from all contact points.
The only area that ADV bikes, by their nature, have issues with is putting a foot down a stop. You might have to lean the bike a little to get the ball of your foot down properly for balance, with your right foot holding the rear brake to steady the bike, depending on how long your inseam is. Other than that, you get Honda reliability, a fun bike that can handle dirt roads around your area, and a city adventurer that can also do intercity riding without being pushed too hard.
Indian Scout Sixty
Despite the recommendation that American power cruisers are not great starter bikes, there is a segment of the new rider population that will not go with anything but an American cruiser. For those that are able to be mature enough to learn the ins and outs of the bike, the Indian Scout Sixty is not a bad place to start. And although it’s more of an introductory bike to Indian than a true beginner bike, approaching it with a light throttle hand and a big bucket of respect will get you on a “big burly cruiser” that is, once you’ve learned it, actually quite friendly.
While much smaller than its other Scout-model brethren, the Scout Sixty is nothing to be scoffed at. You are put low and back from the big 999cc liquid-cooled 60-degree V-twin that rumbles out the soundtrack of the U.S. of freakin’ A. The v-twin gives you 78 HP and 65 lb-ft of torque, in a middleweight cruiser that weighs just north of 550 lbs.
If that seems like a lot of power, it is. This is why the light throttle hand and respect are needed. If you crank the throttle to full right away, you’ll more than likely break traction on the rear, and either end up flat on your ass, or, if moving, in a death wobble. Respect the throttle, use it progressively, and appreciate the huge torque curve, and you’ll have a motorcycle that will respect you back, giving you hours of comfortable riding.
Harley-Davidson Iron 883
Since we have to mention the other American brand, it only seems fitting to include the main American brand, at least according to Americans. The Iron 883 is your gateway to all things Harley-Davidson, by being one of the most pared-down, simplified riding experiences from the Milwaukee brand. You get an introductory level engine in the 883cc v-twin (dubbed the Evolution Engine) that gives you 50 HP and 54 lb-ft of torque.
Harley-Davidson, after many years, realized that all of their bikes were either full-on muscle cruisers, continental cruisers, or Sportsters with too much power for a real beginner to appreciate. This is what brought about the Iron 883, and by making it pretty much an engine with controls, mid-forward pegs, and a fat rear tire, you get all the classic Harley looks, but with an engine that won’t bite your head off.
The dragster-style handlebars and controls are positioned to give you a slightly forward-leaning posture, which gives you more control of the lean and control of the bike with your legs and upper body. It also has a very forgiving transmission, allowing for good, progressive clutch friction without burning out the clutch plates, and the first two gears are long, giving you more of the rev range to build up to cruise speed. And, best of all, if you want to buy one new, it’s pretty much the only Harley model you can get for under $10,000!
Honda CRF250L/CRF300L (and Rally models)
If a dual-sport is too “dirt bike looking,” and an adventure bike is a bit too talk, say hello to the middle ground. The CRF300L Rally, as well as its non-rally counterpart, and the previous generation CRF250L and CRF250L Rally, are all great “adventure-enduro” style dual-sport bikes. These are bikes that are aimed at the fan of the Dakar Rally, who also wants to be able to ride comfortably during the week and go plowing over sand dunes on the weekends.
The CRF300L Rally comes with a new, Euro5 compliant 286cc four-stroke single that gives a decent 27 HP and 19 lb-ft of torque. That may not sound like much, but remember, this bike, even with the big 21-inch front wheel, weighs a sneeze over 300 lbs. You’d be surprised at just how spritely it will get up and go from a stop, sometimes feeling more like a sport-tourer than a dual-sport enduro.
The Rally is the more premium of the CRF300L bikes, as it comes with a decent adventure windshield, handguards, a larger fuel tank than the base model, and rubber inserts for the engine mounts to reduce vibrations while commuting. The biggest difference between the CRF300L Rally and the Kawasaki KLX300 recommended earlier is that the Honda is much more aimed at distance endurance, while the KLX300 is more of a street-going trail bike. Both are excellent choices, but if we were to head out for a day of riding in the desert, we’d take the Honda.
