The ride of a lifetime is just around the corner, with Harley-Davidson’s Model Year 2023 Run Out Sale coming to dealerships near you.
Moving into the new year, Harley-Davidson is putting some of their most iconic 2023 models front and centre with a price reduction of up to $4,000 across Sport, Cruiser and Touring models.
2023 Harley-Davidson CVO Street Glide
Coming in a range of different styles and colours, there has never been a better time to get in the saddle and hit the open road with Harley’s 2023 models.
Riders can save $4,000 off Grand American Touring models, $2,500 off Cruiser models (excluding the Breakout 117), $3,500 off the Street Bob 114 and $500 off Sport models.
Due to a manufacturing defect, affected motorcycles may lose stability whilst operating under certain conditions at higher speeds. This could result in a loss of vehicle control.
What are the hazards?
A loss of vehicle control could increase the risk of an accident causing injury or death of rider, passenger and/or other road users.
What should consumers do?
When parts become available, owners of affected vehicles will be contacted by Harley-Davidson to schedule an appointment to update the calibration software and the installation of front-end ballast and strap components, free of charge.
Note: Operators should follow the guidance outlined in the owner manual (i.e., to reduce speed and guide the motorcycle with a relaxed grip to a controlled condition)
Due to a software issue related to the internal temperature of the instrument cluster, if the temperature of the instrument cluster is below 32 degrees Fahrenheit (0 degrees Celsius), the speedometer and neutral indicator may not display as intended. If this occurs an error warning message will appear to warn the rider.
What are the hazards?
If the speedometer or neutral indicator is not displayed as intended the rider will be unable to correctly determine the operating speed. This may increase the risk of an accident, causing injury or death to the rider, passenger or other road users.
What should consumers do?
Owners can contact their nearest Harley-Davidson dealer immediately to schedule an appointment to have the software updated in the instrument cluster module at no charge.
Harley-Davidson’s Custom Vehicle Operations or CVO line-up for 2022 has been confirmed. It includes the CVO Road Glide Limited (replacing the CVO Limited), CVO Street Glide, CVO Road Glide and CVO Tri Glide, and all models continue to be powered by the Milwaukee-Eight 117 engine, despite it’s adoption across a number of new 2022 models, with CVO focusing instead on exclusive paint and surface finishes and a number other features to stand out from the crowd.
The 2022 Harley-Davidson CVO Road Glide Limited will replace the CVO Limited
The CVO models will continue to showcase the most powerful factory-installed engines as a result, boasting 171 Nm of torque at 3750 rom care of the 117 cubic inch displacement, performance cam, performance intake and exhausts. This is no longer exclusive to CVO for 2022, as they now share that drivetrain with the new 2022 Low Rider S, Low Rider ST, Street Glide ST and Road Glide ST.
The complete tech suite will also be fitted to each CVO including Cornering Rider Safety Enhancements and the Boom Box GTS infotainment system powered by Rockford Fosgate.
2022 Harley-Davidson CVO Street Glide
Brad Richards – Harley-Davidson Vice President of Design
“Gunslinger is our partner in custom paint that’s been that’s been adding incredible artisanal techniques to our CVO arsenal and family for a long time now, and they’re inspiring us to push the limits, so we try to do the same thing with them,” said Brad Richards, Harley-Davidson Vice President of Design. “When most manufacturers are at the limits of a robot, Gunslinger can go in there with an artist who has the ability to brush by hand and deliver the sharpest pinstripe possible. That hand applied technique allows for very intricate two-tones, three-tones, airbrush drop shadows, and really transcends the ‘expected’ by delivering a truly custom look.”
CVO Motorcycle Technology
The Cornering Rider Safety Enhancements is a suite of technology designed to enhance rider confidence and safety, and is a standard fitment on each 2022 CVO model. The system matches performance to available traction during acceleration, deceleration and braking, in a straight line or while in a turn. The systems are electronic and utilise electronic brake control and powertrain technology.
All 2022 CVO models run the Milwaukee-Eight 117
Elements of Cornering Riding Safety Enhancements include Cornering Enhanced Electronic Linked Braking (C-ELB), Cornering Enhanced Antilock Braking System (C-ABS), Cornering Enhanced Traction Control System (C-TCS), Drag-Torque Slip Control System (DSCS), Vehicle Hold Control (VHC), and Tyre Pressure Monitoring System (TPMS).
2022 Harley-Davidson CVO Tri-Glide dash and instruments
Standard is also the Daymaker Adaptive LED headlamp, with sensors and electronics integrated into the headlamp that control 12 additional LED lights that activate based on the lean of the bike to project light into corners.
Harley-Davidson Audio powered by Rockford Fosgate is a premium motorcycle audio system found on each 2022 Harley-Davidson CVO model. The Harley and Rockford Fosgate collaboration features speakers and amplifiers designed specifically for Harley-Davidson motorcycles.
Harley-Davidson Audio powered by Rockford Fosgate
Every 2022 CVO motorcycle is shipped with a wireless Boom! Audio 30K Bluetooth Helmet Headset, which connects via Bluetooth interface with the Boom! Box GTS infotainment system. The headset features Mesh Intercom Network protocol that automatically connects to a near limitless number of riders while in public mode – and can connect with up to 16 riders in private mode at a range of up to 5 miles (8.05km). This headset also fulfills the Apple CarPlay microphone requirement for the Boom! Box GTS.
2022 Harley-Davidson CVO Street Glide
The 2022 CVO Street Glide is Harley’s premium hot-rod bagger, with batwing fairing and custom paint, including new decorative insert finishes and scorched chrome powertrain covers (with Blue Steel paint option).
2022 Harley-Davidson CVO Street Glide
Heated Kahuna Collection hand grips are fitted and match Kahuna Collection shifter pegs, brake pedal cover and muffler end caps, as well as rider and passenger pegs.
2022 Harley-Davidson CVO Street Glide
Fugitive custom wheels in gloss black are fitted and can have contrast chrome details, all gloss black, or Blue Steel and contrast scorched chrome finish, depending on paint option.
2022 Harley-Davidson CVO Street Glide
A low-profile console runs CVO light, while the Screamin’ Eagle Heavy Breather intake reinforces the hot-rod style.
2022 Harley-Davidson CVO Street Glide
New paint options include: Hightail Yellow Pearl/Black Hole with Lightning Silver Two-Tone and Bright Chrome finishes; Envious Green with Black Hole Fade with Flame Pattern and Gloss Black finishes; Blue Steel solid colour and Scorched Chrome finishes.
2022 Harley-Davidson CVO Road Glide
The 2022 CVO Road Glide runs the frame-mounted shark nose fairing with dual LED headlamps, and of course the Milwaukee-Eight 117 engine, with an exclusive 21-inch front wheel with eye catching rims, custom paint and custom-styled front spoiler.
2022 Harley-Davidson CVO Road Glide
New paint options include: Wicked Orange Pearl/Black Hole with Lightning Silver Two-Tone and Bright Chrome finishes; Envious Green with Black Hole Fade with Flame Pattern and Gloss Black finishes; Blue Steel Solid Colour and Scorched Chrome finishes, with new decorative insert finishes and scorched chrome powertrain covers.
2022 Harley-Davidson CVO Road Glide
The Road Glide fairing features split-stream venting to limit head buffeting and the Dual Daymaker LED headlamps.
2022 Harley-Davidson CVO Road Glide
An exclusive combo of 21-inch front and 18-inch rear wheel, which are a cast-aluminium rim and laced spokes, which allow a TPMS (tire pressure monitoring systems) to be run. This is the only 21-inch front wheel offered on a touring model.
2022 Harley-Davidson CVO Road Glide
There’s also a low-profile console with CVO light, heated Kahuna Collection hand grips with matching Kahuna shifter pegs, brake pedal cover, muffler end caps, and rider and passenger pegs
A Fang Front Spoiler is also run, alongside the Screamin’ Eagle Heavy Breather intake.
2022 Harley-Davidson CVO Road Glide Limited
The CVO Road Glide Limited is ideal for the rider who tours loaded up or with a pillion and is after long-haul comfort, running premium audio, heated seats and grips, and the aerodynamic Road Glide fixed fairing.
The 2022 Harley-Davidson CVO Road Glide Limited will replace the CVO Limited
New decorative insert finishes join the new paint options: Wicked Orange Pearl/Black Hole with Lightning Silver Two-Tone and Bright Chrome finishes; Hightail Yellow Pearl/Black Hole with Lightning Silver Two-Tone and Bright Chrome finishes; Dante’s Red with Dante’s Black Sunglo Fade Flame Pattern and Gloss Black finishes.
The 2022 Harley-Davidson CVO Road Glide Limited will replace the CVO Limited
The Road Glide fairing also features split-stream venting and Dual Daymaker LED headlamps, while all other lighting is LED.
The 2022 Harley-Davidson CVO Road Glide Limited will replace the CVO Limited
The heated seat offers dual-zone rider/passenger control for added comfort in cool weather, with heated Kahuna Collection hand grips matching shifter pegs, brake pedal cover, muffler end caps, and rider/passenger boards.
The 2022 Harley-Davidson CVO Road Glide Limited will replace the CVO Limited
A further standout feature are the Tomohawk custom wheels.
2022 Harley-Davidson CVO Tri Glide
The CVO Tri Glide is loaded with premium audio, comfort features and naturally runs a chassis designed from the wheels up as a trike, incorporating the twin-cooled Milwaukee-Eight 117 powertrain featured in each CVO offering.
2022 Harley-Davidson CVO Tri Glide
The new paint scheme is Dante’s Red with Dante’s Black Sunglo Fade Flame Pattern and Bright Chrome finishes, with new decorative insert finishes also featured.
2022 Harley-Davidson CVO Tri Glide
The Tomahawk Contrast Cut cast aluminium wheels are run front and rear, and the Kahuna Collection is fitted including: heated rider grips, pegs, rider and passenger foot boards, and muffler tips.
2022 Harley-Davidson CVO Tri Glide
Also fitted is the heated seat with dual-zone rider/passenger system and full LED lighting.
The 2022 Harley-Davidson CVO Street Glide will be available for $58,250 ride-away, the CVO Road Glide will retail for $58,750 ride-away and the CVO Road Glide Limited will be priced at $61,750 ride-away. The CVO Tri Glide meanwhile will be $76,250 ride-away. The 2022 Harley-Davidson CVO models are expected to arrive from around March, 2022.
Harley-Davidson are beefing up the Low Rider S for 2022, alongside the introduction of the new Low Rider ST model. With the inclusion of the Milwaukee-Eight 117 powerplant in the Softail chassis, this promises performance previously limited only to CVO offerings in the line-up.
Alongside a 117-based torque boost, the updates promises an improved handling package, with increased cornering clearance and rear suspension travel, which sounds promising to deliver better comfort as a result.
2022 Harley-Davidson Low Rider S and Low Rider ST
The Milwaukee-Eight 117 V-Twin produces 167 Nm of torque at 3500 rpm. It runs a high-performance cam-shaft, tuned Heavy Breather intake with forward-facing exposed filter, high-performance two-into-two offset shotgun exhaust and dual counter-balancers to reduce primary vibration.
Both the 2022 Low Rider S and Low Rider ST will be equipped with the Milwaukee-Eight 117
Further dealer-installable Screamin’ Eagle Performance Parts Stage Upgrades are available to boost engine performance even further, for those who want to go the next step.
2022 Harley-Davidson Low Rider ST
The Low Rider ST offers Harley-styled sport-touring inspired by the Californian “tall bike” movement. Saddlebags ride high, the rear suspension is jacked up, handlebars are high, and the FXRT-inspired fairing is frame-mounted.
Brad Richards – Harley-Davidson Vice President of Design
“A key element of this model is the frame-mounted fairing, which has a shape inspired by the classic FXRT Sport Glide model fairing favoured by West Coast customisers. With a dominant central headlamp flanked by side vents, the genetic connection to the original FXRT remains familiar. The sharper creases and revised proportions in the Low Rider ST fairing provide a look that is intended to be modern, athletic and aerodynamically superior to the FXRT fairing. The raised fitment of the saddlebags high above the exhaust reinforces the performance of the model – the message being that these bags will not limit lean angle when the bike is pushed to the limit.”
2022 Harley-Davidson Low Rider ST
The shape of the new frame-mounted fairing was developed through CFD (computational fluid dynamics) analysis and real-world testing. Triple fixed split-stream vents help limit rider head buffeting at highway speeds. A six-inch high windshield has a Dark Smoke tint, and the fairing holds a single 5.75-inch LED headlamp.
The lockable, rigid saddlebags feature a clam-shell design that makes them easy to load and unload. The bags can be opened with one hand by a seated rider, and a damping device allows the saddlebag lids to open smoothly. The bags can be removed in seconds with an internal quick-release mechanism. Combined saddle-bag capacity is 53.8 litres.
2022 Harley-Davidson Low Rider ST
A deep solo seat holds the rider in place during aggressive acceleration and cornering. A one-inch moto handlebar is mounted on four-inch pull-back risers while a low-profile textured-black console tops the 18.9 litre fuel tank. Instrumentation is presented by a compact digital display inset in the handlebar riser for a custom, “no gauges” look.
The Milwaukee-Eight 117 powertrain is rigid-mounted in the frame to enhance chassis stiffness. A 43mm inverted fork stiffens the front end, and its single-cartridge internal technology helps keep the front wheel planted, while fork rake is 28-degrees.
2022 Harley-Davidson Low Rider ST – Vivid Black
The Low Rider ST is equipped with a taller rear monoshock than the standard Softail chassis monoshock offering half-an-inch more stroke, one-inch more rear wheel travel, and pushing the seat height an inch taller.
This aims to provide improved ride comfort and increases lean angle by more than one degree, improving ground clearance. Under-seat hydraulic preload adjustment allows the rider to easily adjust the rear suspension for the load and road conditions, although no room for a pillion simplifies that equation.
2022 Harley-Davidson Low Rider ST & Low Rider S
Dual front brakes with 300 mm rotors are backed by a standard ABS (antilock braking system) for confident braking performance in all conditions. Standard fitment are Michelin Scorcher 31 tyres, with a 110/90B19 front and 180/70B16 rear. Other features include a LED headlamp, bright LED tail/brake lamps and a USB charging port.
Blacked-out styling includes the Wrinkle Black finish on the powertrain, primary cover, triple clamps, top clamp, rear fender supports and tank console; the derby cover, intake, lower rocker covers, and handlebar riser are Gloss Black.
2022 Harley-Davidson Low Rider ST – Gunship Gray
The handlebar is Satin Black, forks anodised black and mufflers and exhaust shields are Jet Black. Radiate cast-aluminium wheels (19- inch front and 16-inch rear diameter) are finished in Matte Dark Bronze for contrast to the blacked-out components.
2022 Harley-Davidson Low Rider ST
The accessory-fit Harley-Davidson Audio powered by Rockford Fosgate is also available, with the inner fairing audio kit designed alongside the Low Rider ST for outstanding performance and an ideal fit within the fairing. The system includes a compact 250-watt amplifier with digital signal processing (DSP) technology and a pair of 5.25-inch woofers and two remote tweeters.
2022 Harley-Davidson Low Rider S
The Milwaukee-Eight 117 equipped Low Rider S produces five percent more torque than Milwaukee-Eight 114 powered 2021 variant it replaces, offering bragging rights of performance previously only available in CVO offerings.
2022 Harley-Davidson Low Rider S – Gunship Gray
The 2022 Low Rider S model is equipped with a new handlebar-mounted combination analogue tachometer/digital speedometer, which replaces the tank console instruments seen on previous Low Rider S models.
2022 Harley-Davidson Low Rider S dash
The handlebar location places the gauge closer to the rider’s line of sight. A low-profile textured black tank console with FXLRS badge now tops the fuel tank. Lighting is an LED headlamp and LED tail/brake lights.
2022 Harley-Davidson Low Rider S tank
The same taller rear monoshock featured on the Low Rider ST model raises the rear of the Low Rider S model for improved ride comfort and 1.3 degrees more lean angle than the previous Low Rider S mode. Under-seat hydraulic preload adjustment allows easy adjustment.
2022 Harley-Davidson Low Rider S
As on the Low Rider ST 43mm inverted fork are run and fork rake is 28-degrees, with dual 300 mm disc brakes, standard ABS and Michelin Scorcher 31 tyres.
2022 Harley-Davidson Low Rider S
Other features include one-inch diameter moto bar on four-inch tall risers, a deep solo seat, mid-mount foot controls, and a colour-matched mini speed screen fairing. The powertrain, front end and exhaust are totally blacked out, with Radiate cast-aluminium wheels (19-inch front and 16-inch rear diameter) finished in Matte Dark Bronze.
2022 Harley-Davidson Low Rider S – Vivid Black
The 2022 Harley-Davidson Low Rider S and Low Rider ST will be available in Vivid Black or Gunship Gray.
The 2022 Low Rider S is priced at $30,750 ride-away, while the 2022 Low Rider ST will be $35,250 ride-away, both expected to arrive in Harley-Davidson dealerships around early-March, 2022 according to early estimates.
2022 Harley-Davidson Street Glide ST & Road Glide ST
After dominating the Australia touring market in recent years, Harley looks set to continue that trend with the pending release of the new Street Glide ST and Road Glide ST models to their line up.
Already boasting the top four selling models led by the Street Glide Special, which MCNews.com.au believes saw an almost 50 per cent increase in sales over 2020, the two new ST models look to heat up the category even further with additional performance.
The new Harley entries are powered by the Milwaukee-Eight 117 power plant with new dark and bronze finishes and boasting Screamin’ Eagle Factory levels of performance, with torque reaching 127 ft-lbs (172 Nm) at 3750 rpm, while power tops out at 106 hp (79 kW) at 4750 rpm.
Both models will be the performance pinnacle of the Touring line, offering the most displacement available from the factory, as well as the most torque, from Harley’s regular production powertrains.
2022 Harley-Davidson Street Glide ST
The engine run in both bikes features a high-performance camshaft, a high-flow intake, and high performance exhaust tuned to maximise engine performance, while maintaining 50-state compliance and producing a stirring exhaust tone.
Dealer-installed Screamin’ Eagle Performance Parts Stage Upgrades from Harley-Davidson Genuine Motor Parts & Accessories are also available to boost engine performance even further.
2022 Harley-Davidson Road Glide ST
Alongside the Milwaukee-Eight 117, both ST models also benefit from cornering rider safety enhancements, with a host of technologies fitted including: Cornering Electronically Linked Brakes, Cornering-ABS, Cornering-Traction Control with modes, Drag Torque Slip Control, Vehicle Hold Control, Tyre Pressure Monitoring (TPMS).
2022 Harley-Davidson Street Glide ST Model
The 2022 Street Glide ST represents the hot rod performance bagger, for the rider still after comfort and runs the Milwaukee-Eight 117 powerplant, iconic batwing fairing with splitstream vent, and a low profile dark windshield.
2022 Harley-Davidson Street Glide ST
A low-profile tank console with side fuel fill and low-profile engine guard adds custom style and differentiation from other Touring models.
With the stance of a Screamin Eagle Factory race bike, the Street Glide ST model is drenched in black – front end, controls, powertrain, and exhaust. The only bright bits are pushrod tubes and tappet covers, and machined cylinder fins.
2022 Harley-Davidson Street Glide ST
There’s a Matte Dark Bronze finish on the Prodigy cast aluminium wheels, the colour band on the lower rocker box, timer cover medallion, intake medallion, and the classic script tank graphic provide subtle contrast to dark finishes.
There are two paint options – Vivid Black or Gunship Gray. The front fender is trimmed for a sporty profile and lighter look and standard-length saddlebags replace the extended bags on Street Glide Special model.
2022 Harley-Davidson Street Glide ST
A Heavy Breather intake with forward-facing exposed air cleaner element reinforces performance-first styling, while the new solo seat gives the Street Glide ST a lean and aggressive look.
Emulsion-technology rear shock absorbers feature a single knob to hydraulically adjust pre-load for optimal ride and control. The 49mm forks with dual bending valve suspension technology deliver linear damping characteristics for a smooth ride. Reflex linked Brembo brakes with ABS are standard.
2022 Harley-Davidson Street Glide ST – Vivid Black
Other features include the Boom! Box GTS infotainment system with colour touch screen, two fairing-mount speakers and hidden radio antenna. Electronic cruise control holds a steady speed for comfort on long rides.
2022 Harley-Davidson Street Glide ST – Gunship Gray
A Daymaker LED headlamp pushes out an impressive punch with a bright-white beam that lights up the road. Smart Security System with proximity-based, hands-free security fob offers peace of mind.
2022 Harley-Davidson Road Glide ST Model
The Road Glide ST also offers the attitude of a Screamin’ Eagle Factory race bike with the Milwaukee-Eight 117 powertrain, alongside iconic the shark nose fixed fairing.
2022 Harley-Davidson Road Glide ST
The distinctive and aerodynamic shark nose Road Glide fairing features triple split-stream venting to limit head buffeting. The fairing is topped with a low-profile dark windshield and holds dual Daymaker LED headlamps with a bright-white beam that lights up the road. A low-profile engine guard and tank console combine to give the Road Glide ST trim lines.
2022 Harley-Davidson Road Glide ST
A new solo seat exposes the rear fender and adds a purposeful attitude along with standard length saddlebags and a trimmed front fender. The blacked-out front end, controls, powertrain and exhaust contrast with bright pushrod tubes and tappet covers, and machined cylinder fins.
2022 Harley-Davidson Road Glide ST
Further contrast is provided by a Matte Dark Bronze finish on the cast aluminium Prodigy custom wheels, the colour band on the lower rocker box, timer cover medallion, intake medallion, and the classic script tank graphic. There are two paint options – Vivid Black or Gunship Gray. A Heavy Breather intake with forward-facing exposed air cleaner element reinforces performance-first styling.
Emulsion-technology rear shock absorbers feature a single knob to hydraulically adjust pre-load for optimal ride and control. The 49mm forks with dual bending valve suspension technology deliver linear damping characteristics for a smooth ride.
2022 Harley-Davidson Road Glide ST – Vivid Black
Reflex linked Brembo brakes with ABS are standard. The Road Glide ST is equipped with the Boom! Box GTS infotainment system with colour touch screen, two fairing-mount speakers and hidden radio antenna.
Electronic cruise control holds a steady speed for comfort on long rides. Smart Security System with proximity-based, hands-free security fob offers peace of mind.
2022 Harley-Davidson Road Glide ST – Gunship Gray
The 2022 Harley-Davidson Road Glide Special ST will be available in Australia for $44,995 ride-away, while the Street Glide Special ST will also be available for $44,995 ride-away, with both expected to arrived in dealers around April, 2022 as an early estimate on arrival.
Harley-Davidson’s MY22 bikes will be arriving in dealerships soon, while the CVO range and other new models will be unveiled later this month, on January 27 at the “Further. Faster.” World Premiere Event.
Returning for 2022 is Harley’s only current ‘Sport’ model, the Sportster S powered by the 121-horsepower Revolution Max 1250T.
Sportster S
Harley’s Adventure-Touring platform remains the much lauded Pan America, which has topped the sales charts in their native North America in that category.
Pan America Special now available in a new colour scheme
Like the Sportster S the Pan America is Revolution Max equipped, offering a rugged, powerful, technologically advanced multi-purpose vehicle that very much breaks the Harley mould.
Pan America Special now available in a new colour scheme
For 2022 a few tweaks are also being rolled out on the Pan America, with revised visibility settings for the TFT display, Vehicle Hill Hold Control active time being increased to up to three or five-minutes, while the Special edition is also now offered in a new Fastback Blue/White Sand colour scheme.
2022 Pan America 1250 S in new new Fastback Blue/White Sand
Harley’s more traditional cruiser segment offers new paint schemes across the model line-up.
Fat Bob
That starts with the Softail Standard model with stripped-down bobber style, offering an ideal blank canvas for customisation. New for 2022 are Annihilator cast aluminium wheels with Silver finish replace laced wheels.
Softail Standard
The Heritage Classic 114 is the quintessential American cruiser, offering vintage details and rock and roll style. For 2022 the Heritage Classic 114 model will be offered with a new Chrome trim option for the rider who prefers a brighter look.
Heritage Classic 114
The Black trim version of the Heritage Classic 114 model features several new styling elements. The powertrain is finished with Wrinkle Black 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.
Heritage Classic 114
The Heritage Classic 114 model in Chrome trim is offered with Black 9-Spoke cast aluminium or Chrome Laced wheels; the Black trim version is offered with Black 9-Spoke cast aluminium or Black Laced wheels.
2022 Street Bob 114
The Street Bob 114 offers a gritty, stripped-down bobber cloaked in black and powered by the Milwaukee-Eight 114 engine, as another ideal foundation for customisation based on performance. New for 2022, Annihilator cast aluminium wheels with Gloss Black finish replace laced wheels.
Fat Boy 114
The Fat Boy 114 is the original fat-custom icon commands the road with a steamroller stance. For 2022 its Lakester cast aluminium wheels are re-styled with 11 turbine-like spokes and an open centre, and the classic Fat Boy model tank badge is revised and now has a single trailing “wing” while retaining the centred star.
Fat Boy 114
The Fat Bob 114 meanwhile is designed for the street rider with an appetite for muscular power and performance. For 2022 it features a new waterslide fuel tank graphic in an oval shape with “H-D” on lower edge.
2022 Fat Bob 114
With the Breakout 114 Harley takes long, lean muscle to the modern edge with the MilwaukeeEight 114 engine, raked-out styling inspired by the drag strip, and a huge 240mm rear tyre. Exclusive Gasser II cast aluminium wheels and a riser-mounted digital gauge set this bike apart on the custom cruiser scene.
2022 Breakout 114
The Sport Glide combines cruising agility and long-distance touring ability backed by Milwaukee-Eight 107 power. Detachable hard saddlebags and sleek detachable mini fairing can be quickly removed for stripped-down cruiser style or installed for comfort and versatility on a road trip or daily commute. Inverted forks and rear mono shock with external pre-load adjustment deliver precise handling and ride comfort.
Sport Glide
With Harley-Davidson’s Grand American Touring range you get comfort and convenience that makes long journeying spectacular, all powered by a smooth-running Milwaukee-Eight V-Twin engine. Emulsion-technology rear shock absorbers feature a single knob to hydraulically adjust pre-load for optimal ride and control.
Street Glide Special
The 49mm forks with dual bending valve suspension technology deliver linear damping characteristics for a smooth ride. Reflex linked Brembo brakes with ABS are also a standard feature on each Touring model.
Ultra Limited
Cornering Rider Safety Enhancements by Harley-Davidson, standard for all Touring models, will assist the rider in maintaining the rider’s intended path through a curve. The option package provides the following enhancements: Electronically Linked Brakes, Cornering-ABS, Cornering Traction Control with standard and rain mode, Drag Torque Slip Control, Vehicle Hold Control, and Tyre Pressure Monitoring (TPMS).
Street Glide Special
For 2022 these Grand American Touring model changes are primarily cosmetic.
Road King Special
The Road King Special is the custom bagger with top-of-the-line power and a commanding presence for the rider seeking hot rod performance with iconic Harley-Davidson style. Features a Daymaker LED headlamp, Prodigy custom wheels and Milwaukee-Eight 114 engine.
2022 Street Glide Special
The Street Glide Special offers slammed factory-custom bagger with highway shredding power and a choice of blacked-out or chrome finish. Features a Daymaker LED headlamp, Boom! Box GTS infotainment system, Prodigy custom wheels and MilwaukeeEight 114 engine.
Road Glide Special
The Road Glide Special runs frame-mounted aerodynamic shark nose fairing which sets the tone for the performance bagger and is offered with a blacked-out or chrome finish. Features include dual Daymaker LED headlamps, Boom! Box GTS infotainment system, Prodigy custom wheels and Milwaukee-Eight 114 engine.
Road Glide Special
The Ultra Limited is for the rider seeking a premium, fully-loaded touring experience with zero compromises. Features include Tour-Pak luggage carrier, Boom! Box GTS infotainment system, heated hand grips, cruise control, Daymaker LED lighting, Slicer II custom wheels and Twin Cooled Milwaukee-Eight 114 engine.
2022 Ultra Limited
Harley-Davidson Trike models offer the confidence of three-wheels, plus ample and handy storage for road trips, while riders can count on the performance of a chassis engineered by Harley-Davidson as a trike from the wheels up.
2022 Freewheeler
The Freewheeler is a cruiser-inspired trike that offers hot-rod attitude on three wheels with mini ape hanger handlebar, bobtail fenders, chrome Hiawatha headlamp, Enforcer wheels and slash cut pipes, standard Cornering Rider Safety Enhancements by Harley-Davidson and the Milwaukee-Eight 114 engine.
2022 Freewheeler
New for 2022 on Freewheeler is a Chrome and Gloss Black tank medallion in a classic “V” shape. A new optional two-tone paint scheme in Midnight Crimson/Vivid Black is applied to the front and rear fenders and the fuel tank.
2022 Freewheeler
The Tri Glide Ultra meanwhile is a long-haul American touring trike designed to go the distance with comfort, torque and style.
Tri Glide Ultra
Features include Tomahawk custom wheels, premium Boom! Box GTS infotainment system, trunk and King Tour-Pak luggage carrier, Daymaker LED headlamp, standard Cornering Rider Safety Enhancements by Harley-Davidson and Twin Cooled Milwaukee-Eight 114 engine. New for 2022 is an intricate 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.
If the passenger grab rail is used while deploying the centre stand the seat base may become loose. As a result, it could cause the passenger grab rail to fracture.
What are the hazards?
If the handhold portion fractures while the vehicle is in motion, it may increase the risk of injury or death to the passenger or/and rider and other road users.
What should consumers do?
Owners can contact their nearest Harley-Davidson dealer immediately to arrange a service. The dealer will replace the affected seat base with an updated part at no charge.
Due to a manufacturing issue with the moulding of the radiator cap, coolant fluid may leak from radiator reservoir tank.
What are the hazards?
A loss of coolant may cause the engine to overheat and if coolant fluid leaks onto the tyres it could result in the operator losing control of the vehicle. This increases the risk of an accident and may cause serious injury or death to the rider and other road users.
What should consumers do?
Owners can contact their nearest Honda Motorcycle Dealer and arrange for their motorcycle to be inspected and repaired, free of charge.
Owners will need to be able to provide the Dealer the VIN to enable the Dealer to order the necessary parts to repair the vehicle.
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
Words by Kris Hodgson, Images by Mark Watson, Incite Images
So, first chance to test ride Harley-Davidson’s new Sportster S, with a short loop from Sydney’s CBD to Hunters Hill and some photo ops along the harbour, that’s about 30 km in total so very much just dipping of the toes into the new machine as far as impressions go. Exciting stuff anyway, considering how big a move away from tradition the Sportster S is. For a full test from the American launch see Rennie’s Harley-Davidson Sportster S Review (link).
The Harley-Davidson Sportster S is a drastic departure from tradition in many ways
I’m no hardcore Harley fan either for reference, I like most types of bikes and primarily I want to know two things: how it goes and how it looks. Tradition is cool, but I’m young(ish) and not invested enough in any brand to be overly upset when there’s change. As long as a better bike is delivered, of course. I’m just a regular road rider with no major investment in any particular brand over another that rides plenty of contemporary motorcycles.
The Revolution Max brings a whole new level of power, if in a lower state of tune than the Pan America
So obviously if the tradition part of Harley-Davidson is huge for you, this may not be a helpful perspective, but here are my initial thoughts on the new Sportster S, after a fairly quick ride. Also keep in mind I haven’t ever ridden the Pan America with which it shares the Revolution Max powerplant, so this was all-new to me. Trev rode and reviewed the Pan America earlier in the year, and we will publish Wayne’s thoughts on Harley’s adventure-touring option shortly. But, for now let’s get back to the new Sportster S…
The Sportster S is still pretty iconically Harley-Davidson to my eye
At first glance I definitely see the family resemblance, it’s kind of inarguable to me on that front and I didn’t really go any deeper than that. It looks tough, it looks like a Harley, it looks like a Sportster, tick. When you flick that starter button there’s a welcome roar into life that turns into a growling idle. Not everyone’s a total victim to Euro5 it would seem…
Full LED lighting is part of the package
There’s some pretty busy switch-blocks, a traditional (non-Harley) indicator toggle and a TFT display housed in a round dash, offering a break from all the rectangular units. A mode button allows you to revolve through the Sport, Road and Wet maps too, even on the move, with a lot more settings that I didn’t have a chance to fully explore on the short local launch.
A TFT dash is also featured, keeping things simple at a glance but easily browsed through via the switchblock controls
Points of note at a glance? Beefy USD forks, Brembo brakes, forward controls, swingarm mounted fender. Jumping on board that 750 mm seat height is super inviting and the 228 kg weight is beautifully balanced, although being a cruiser – long and low – that’s the expectation, with stability and a low CoG the norm for the category. The last Harley I tested was the FXDR 114 though, and the Sportster S is much… sportier, and more accessible.
USD forks and a Brembo front caliper setup are also fitted to the Sportster S
Heading for our loop out of the city I set mode to Road and head off, the Rev Max engine produces power much smoother than I expected, but still with a gruff twinny edge. There’s a little hesitation in the fuelling opening the throttle at times, but torque comes on nicely with gear changes solidly clunking into the next gear, which I felt was fairly Harley. I give it a few minutes in Road and then switch to Sport and that hesitation in the fuelling disappears.
Dreary weather gave an idea what the Sportster S is like in the wet
I’ll also be honest, it’s been a while since I’ve ridden a cruiser and leaning the bike over to turn requires a little bit of effort before I settle into the swing of things, which is just basically me being a bit more active with the inputs and adding lean angle to turn. Interestingly at no point did I have a peg down either, and while this was a laid back quick test, I’m interested to see just how much of that 34 degrees of lean angle I can take advantage of given a nice piece of road.
Suspension had been tweaked in advance for each rider, so we weren’t riding on stock settings
Suspension had been tweaked within standard adjustability for each rider and I’ve got to say I was again impressed. Sydney roads aren’t something I’d ever boast about, with mismatched surfaces, potholes, road snakes and plenty of recent rain hadn’t helped their condition.
That fully adjustable set-up however gobbled up the inconsistencies, tracking well with the HD-Dunlop rubber, with only the really big bumps getting a little harsh at the rear, which with such limited (50 mm) travel available perhaps isn’t surprising. That’s a super-premium ride quality from a cruiser, with the emphasis on ‘for a cruiser’. I didn’t experience the level of pain caused by the rear suspension that Rennie mentions in his test, but with a 30 km loop that may just not have been enough saddle time.
Full adjustability to the suspension does add to the appeal, with hydraulic spring preload adjustment at the rear
The single 320 mm Brembo front brake provided good power too to wash off speed, without any real dive in the forks, while the rear brake was definitely the weaker of the two which surprised me as atypical for a cruiser. That was another area Rennie criticised, however our test loop wasn’t long enough to really give the brakes a heavy workout as you can imagine, and the rainy conditions probably favoured the bike’s brake set-up.
The Revolution Max is a great engine, with strong torque delivery, with variable valve timing optimising performance
Dropping back a bit and accelerating up to the next rider reveals a willing burst of torque that promises much more fun on a good (preferably twisty) piece of road with no one watching, before getting onto the brakes to wash off that speed easily. Again we’re talking inner city riding here, not a race track. That said, snapping it down through the gears for decel was plenty of fun too and would be my go-to choice when not coming to a rapid stop.
The Harley-Davidson Sportster S is also an inviting machine, that should suit a wide range of riders
Probably what hit me most was just how easy the Sportster S is to ride. I’d say the older Harleys I’ve ridden were a bit agricultural with how the V-twins felt, where the Rev Max has a lighter, free-er revving feel to it that builds power quickly. A slipper clutch also keeping engine braking smooth. Being a gear or two too high didn’t cause lugging either, just smooth transitions onto acceleration and certainly in Sport mode the fuelling was spot on.
The Revolution Max actually felt like something I’d expect from Ducati, but smoother than their big twins…
I’m probably on dangerous ground here, but the Rev Max engine really feels high tech, and while some may bemoan some loss of old-school character to reach that, the performance is worth it to me, while still offering a welcome sound track when the rare opportunity appeared to open the throttle more vigorously.
I didn’t have any ABS activations, however the traction control did kick in a few times in bus lanes during pretty mundane riding
After some photo ops and the rain deciding to rear its ugly wet head, we head back to White Bay Cruise Terminal from where the day was run from. In the slick conditions riding up the bus lane (legally officer, I swear) I had a couple of moments where the rear came around a before the traction control kicked in. Someone’s been cheaping out on that bus-lane paint I’d say, as that was on a steady throttle, with no shenanigans involved, and there’d have been some heat in the tyres.
Rain mode does offer a less direct throttle response and more gentle power delivery
I was of course still in Sport mode which offers the lowest level of intervention, but it obviously kept things in check, for which I was grateful and then switched to Rain mode from that point and had no further issues. I’m not sure that was Rain mode actively kicking in the TC either, with the loss of traction perhaps just hitting a particularly oily patch of road…
Either way, there’s nothing like the back slowly stepping out to add some excitement to your ride, especially when it’s handled with such aplomb. Rain mode does offer a more subdued throttle connection in contrast to Sport, perfect for dodgy road surfaces or oily commutes.
Handling is fairly sporty for a cruiser too, well matched by the engine
Now this was by no means an in depth test of course, without a proper stretch of highway and more importantly some nice twisty backroads to have a fang along, however it does reveal the slickest Harley-Davidson I’ve had the pleasure of riding.
The big point of note is of course the Revolution Max 1250T, which really makes me want to test the Pan America too
That Revolution Max engine is a gem, and the general specification of the bike is very impressive, with a great ride quality, easy handling and comfortable ergonomics. Those upgrading from a Street 500 for instance are going to be in for one wicked surprise if this is the next bike they choose, while I’d say the Sportster S also really delivers on the performance side of things for your regular rev-heads.
Dual exhausts are a cool touch, while the tail looks the business but offers little in the way of protection from road spray
With the wet weather we did discover that the bike’s lack of a rear wheel guard had a tendency to fling water (or road crud in drying conditions) up your back and even onto your helmet to a considerable degree, with the water tending to then run down your back and onto your… ass. That’s definitely not the water-cooling I expected. Adding the pillion seat accessory does add some protection there though.
Forward controls aren’t really my thing and took a minute to get used to, with a decisive and deliberate action for shifts
There was also a bit of heat making it through the well shrouded exhaust mid-pipe too, only really noticeable at a standstill when I could feel it under my thigh, with it being a fairly chill day in the 15-20 degree kind of range. To be fair we spent a bit of time in start-stop traffic which probably didn’t help there, but Rennie’s comment regarding it being an issue on a hot day in California doesn’t bode well for Australian summers.
The ‘bars and mirror setup work well, although wider mirrors wouldn’t be a miss for more field of view
The ‘bar-end mirrors were also a cool standard inclusion and offered decent vision behind, but a big head check for lane changes was very much necessary due to their small field of view, while also needing a glance down to see them. The dash was just within my field of vision with a full face helmet, so should be visible in most lids without looking down.
Overall I think Harley-Davidson are onto a winner here. The new Sportster S offers modern performance and technology which is very much the expectation and honestly I think this bike has the potential to win over many riders who wouldn’t otherwise consider a HD. That’s probably true of the Pan America too, considering they share the same impressive engine architecture.
I’m excited by the prospect of Harley introducing this engine into a wider range, the idea of the Bronx was one that really appealed to me…
The Sportster S is also well suited to those of smaller stature, and will no doubt make a great transition from a LAMS cruiser for new riders in Australia, although I’m not really sure what the next upgrade would be from there down the line, at this stage.
The TFT dash fuel meter also dropped noticeably during the test, despite not traveling a huge distance, although it’s hard to judge without a few fill-ups, keeping in mind it’s an 11.8 L tank
Australian pricing is $26,495 ride-away for the black, with premium colours adding $295 and I can’t help but wish that price tag was a bit lower. Not because I don’t think it’s worth that asking price, but because I reckon there’s a host of younger, less well off riders who could help usher in the new age of Harley-Davidson, but who probably don’t realise what HD have on offer unless they test ride the new Sportster S.
$26,495 ride-away is of course a decent chunk of change even in the cruiser world
As it stands, my first impression of the Sportster S is of a great machine that supplants the FXDR 114 in my mind, being lighter, sportier, more high tech and offering some staggering performance, and with a more competitive price tag to boot.
