Tag Archives: Harley

Harley’s Model Year 2023 Run Out Sale is here!

Harley-Davidson Model Year 2023 Run Out Sale


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
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.

Harley-Davidson Street Bob 114

These incredible offers are already available in Harley-Davidson dealers but must end on the 31st of March. Click here to experience these runout models for yourself, or find your nearest Harley-Davidson dealership here to pre-order or book a test ride.

Harley-Davidson Model Year 2023 Run Out Sale
Harley-Davidson Model Year 2023 Run Out Sale

Source: MCNews.com.au

Harley introduce four-model 2022 CVO range

Four-model 2022 Harley CVO range revealed


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 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
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
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.

Source: MCNews.com.au

Harley-Davidson Lowrider gets more grunt, more lean and more comfort for 2022

2022 Harley-Davidson Low Rider S & Low Rider ST


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
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
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
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
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 Low Rider S and Low Rider ST
2022 Harley-Davidson Low Rider S and Low Rider ST

Source: MCNews.com.au

Harley unveil 2022 Street Glide ST & Road Glide ST

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
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
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
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
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
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
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
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.

Source: MCNews.com.au

2022 Harley-Davidson Range, what we know so far….

2022 Harley-Davidson Range


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.

To take part register at HD.com/22

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 Street Bob 114
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
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.

Tri Glide Ultra

Source: MCNews.com.au

Harley-Davidson Pan America Review | Motorcycle Test

2021 Harley-Davidson Pan America Review

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

As always, Trev has a very thorough run through of the tech bits over here from when he rode it, but here’s my key summary and highlights. 

  • 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.

Electronically adjustable semi-active damping control.

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 America
2021 Harley-Davidson Pan America

Source: MCNews.com.au

H-D gives the Street Glide Special an Arctic Blast

2021 Harley-Davidson Street Glide Special

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.

Source: MCNews.com.au

Harley-Davidson Sportster S Review | Motorcycle Tests

2022 Harley-Davidson Sportster S Review

By Rennie Scaysbrook


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. 

Harley-Davidson Sportster S
Harley-Davidson Sportster S
Harley-Davidson Sportster S
Harley-Davidson Sportster S
Harley-Davidson Sportster S
Harley-Davidson Sportster S
Harley-Davidson Sportster S
Harley-Davidson Sportster S
Harley-Davidson Sportster S
Harley-Davidson Sportster S

Harley-Davidson Sportster S Specifications
Engine Revolution Max 1250T, chain-driven, DOHC, hydraulic self-adjusting lifters, intake & exhaust VVT; four valves per cylinder
Bore x stroke 105 mm x 72.3 mm
Displacement 1252 cc
Compression Ratio 12.0:1
Engine Torque 94 ft-lb (127 Nm) @ 6000 rpm
Power 121 hp (90 kW) @ 7500 rpm
Fuel System Electronic Sequential Port Fuel Injection (ESPFI)
Air Cleaner Downdraft intake, tuned velocity stacks, washable filter media
Exhaust 2-into-1-into-2; catalyst in muffler
Lubrication System Semi-Dry Sump
Primary Drive Gear, 49/89 ratio
Final Drive Belt, 80/34 ratio
Clutch Mechanical, 8 plate wet, assist & slip, 1090N
Transmission Six-speed
Frame Stressed-member, high strength low alloy steel trellis frame; stamped, cast, and forged junctions; MIG welded; aluminum forged mid-structure
Swingarm High strength low alloy steel, tubular sections, stamped x-member, forged axle junctions; MIG welded
Front Fork 43 mm inverted fork with compression, rebound and spring preload adjustability.  Aluminum fork triple clamps.
Rear Shocks Linkage-mounted, piggyback monoshock with compression, rebound and hydraulic spring preload adjustability
Wheels Aluminum cast, satin black
Wheels, Front Width 4.50 x 17 in.
Wheels, Rear Width 5.00 x 16 in.
Brakes 320 mm front rotor, radial monoblock four-piston caliper, 260mm rear rotor, single piston caliper, ABS
Tyre Type Dunlop Harley-Davidson Series, radial, GT503
Tyre Size 160/70TR17 73V, 180/70R16 77V
Suspension Travel, F/R 92 mm / 51 mm
Lean Angle Testing Method J1168
Lean Angle, Right (deg.) 34
Lean Angle, Left (deg.) 34
Length 2265 mm
Overall Width 843 mm
Overall Height 1089 mm
Seat Height, Laden 734 mm
Seat Height, Unladen 753 mm
Static Ground Clearance 93 mm
Rake (steering head) 30
Fork Angle 28
Trail 148 mm
Wheelbase 1518 mm
Fuel Capacity 11.8 L
Reserve Fuel Capacity 3 L
Oil Capacity (w/filter) 4.5 L
Weight, In Running Order 228 kg
Gross Vehicle Weight Rating 418 kg
Warranty 24 months (unlimited mileage)
Service Interval First 1,600 km, every 8,000 km thereafter
RRP $26,495 Ride Away
Harley-Davidson Sportster S
Harley-Davidson Sportster S

Harley-Davidson Sportster S

Photography by Brian J Nelson, Kevin Wing

Source: MCNews.com.au

Sportster takes a massive leap forward in performance and price

2022 Harley-Davidson Sportster S

2022 Harley-Davidson Sportster S

Harley’s Sportster was once the entry point into the world of the Bar and Shield. Then Street 500 came along and made the Harley-Davidson brand much more affordable and the fact that is was learner legal in Australia was a boon for the marque when it first arrived in 2015. Six years later though Milwaukee HQ cancelled the Street models from the line-up while simultaneously also turning their back on the classic lines and signature architecture that was the Sportster as they prepared to relaunch the model name into a new era.

The Harley-Davidson Sportster 48 debuted ten years ago and was a huge success in Australia

2022 heralds by far the biggest change in architecture since the Harley-Davidson Sportster first hit the scene in 1957. Since inception the basic design and look of most Sportster models have shown a clear and distinct lineage to the original that was unmistakable. The riding experience too was certainly reminiscent of another age. Even with the shift in 2004 to rubber engine isolators that took some of the shake, rattle and roll out of the bikes, followed by the shift to fuel-injection in 2007, the Sportster ride still felt distinctly old school. Emissions legislation was what essentially signed the final death warrant of the current generation Sportster, thus in 2021 we have been led to the situation whereby Sportster is dead, long live the Sportster!

2022 Harley-Davidson Sportster S

2022 will mark a huge leap forward in performance and specification that will take Sportster into a whole new world of riding dynamics, the price has also been hiked by 50 per cent. In this new generation of Sportster though you can certainly see a massive return in value that clearly illustrates where that extra money has gone. The new Sportster S is expected to make its debut on Australian soil around November 2021. $26,495 is the price of admission to the new era of Sportster which means that for the first time ever the most affordable entry point into the Harley range will likely be a Big Twin, as after the last remaining stocks of the previous generation Sportsters are cleared the 1745 cc Milwaukee-Eight powered Softail Standard will become the most affordable Harley-Davidson model at $21,495.

2022 Harley-Davidson Sportster S

That is also understandable as where once the V-Rod was the sharpest tool in the Harley-Davidson dealership, leaving aside the short lived but now legendary relatively light and flickable XR1200X that while not boasting the power of the V-Rod, certainly bested it for riding dynamics and cornering performance.

Harley-Davidson XR1200X was the sportiest Harley ever made in the modern era

Now the new Sportster S propels the brand into proper sports naked territory when it comes to engine performance thanks to the brilliant new Revolution Max 1250 60-degree V-Twin.  In Sportster S guise this high-tech new DOHC powerplant boasts much less power than the Pan America models it first debuted in. 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 should endow the engine with better low-rpm performance.

2022 Harley-Davidson Sportster S

Unfortunately while the engine performance is impressive, albeit still 80 horsepower short of the more focussed Europeans, the chassis performance is unlikely to thrill.  The Showa suspension specification is certainly sporting enough but with a shockingly low 51 mm of rear travel and limited ground clearance, Harley are only quoting 34-degrees of lean angle, spirited riding will no doubt be the spark throwing affair that riding a Sportster hard always was. Hopefully bump compliance is improved despite that tiny amout of rear suspension travel, fingers crossed.  A mid-control conversion kit will be available but we are unsure if that will open up any more sporting potential. A pillion kit will also be an optional extra as will be a detachable windshield and tail-bag.  The powertrain is a stressed member of the chassis, eliminating the traditional frame. A welded tubular steel trellis swingarm features a braced design and stamped X-member to further stiffen the chassis, while its shape adds distinctive style to the motorcycle.

2022 Harley-Davidson Sportster S

Most competitors will exceed 50-degrees of cornering bank angle before running into clearance problems, so the key to riding a Sportster fast will retain that quintessential riding style that all Harleys demand in order for them to be punted hard. The new street-fighter styled Bareknuckle will likely raise the stakes further and become the new undisputed king of performance for Harley. That new model was to be ridden by the press at a launch around the famous Nurburgring this week but the track sessions were rained out and most of the information on that new model remains under embargo.

Bareknuckle will likely become the new performance spearhead for H-D but the full specs of that model remain under embargo

While the styling of the new Sportster S is a big departure from most Sportster models there are cues there, primarily in regards to the high-mount 2-into-1-into-2 exhaust, that does echo the lines of the legendary XR750 flat-tracker.

Harley XR Sehl
Dave Sehl – Harley-Davidson XR750

The Daymaker LED headlight though is a thoroughly modern touch that is signature Harley-Davidson and will make Sportster S stand out from the crowd.

2022 Harley-Davidson Sportster S

Rolling on tall 180/70-16 rubber at the rear and a fat 160/70-17 front the bike looks squat and the 753 mm seat height will make the bike very friendly to those short of stature and it retains the long and low look of so many Sportsters before it.

2022 Harley-Davidson Sportster S

At 228 kg ready to roll the new 1250 Sportster S is 30 kg lighter than an 883 Sportster and the stopping power moves to a high-spec Brembo Monobloc four-piston caliper, however, the bike only wears one of them up front while most competitors boast two.

2022 Harley-Davidson Sportster S

With the new generation engine we also move to an up to date suite of electronic safety aids that includes Riding Modes (Sport, Road and Rain), while a six-axis IMU delivers top shelf traction control and ABS with cornering and front wheel lift functionality. The IMU also looks after engine braking control to help stability while down-shifting through the six-speed gearbox which is also aided by a slip-assist clutch.

2022 Harley-Davidson Sportster S

Instrumentation also makes a huge leap forward with a four-inch TFT screen complete with Bluetooth phone driven infotainment and navigation capabilities. Sportster S is pre-wired for accessory heated hand grips, and is equipped with two dedicated power points for heated riding gear (heated hand grips and heated riding gear/apparel each sold separately), plus a USB-C port for charging a phone or other device.

2022 Harley-Davidson Sportster S

An external ambient temperature sensor will be useful while tyre pressure monitoring is a great feature. Cruise control and a proximity-based security system are standard equipment.

2022 Harley-Davidson Sportster S

The steel fuel tank holds a modest 11.8 litres thus while it won’t quite have LiveWire levels of range anxiety one eye will need to be kept on the tripmeter.

Customisation will be a focus for Harley and their customers with this new platform, which Harley are referring to as a ‘Performance Custom’.

2022 Harley-Davidson Sportster S

We look forward to samping the future of Sportster later this year to see how this next step forward in the modernisation of the Harley-Davidson line-up performs.

2022 Harley-Davidson Sportster S

Harley-Davidson Sportster S Specifications
Engine Revolution Max 1250T, chain-driven, DOHC, hydraulic self-adjusting lifters, intake & exhaust VVT; four valves per cylinder
Bore x stroke 105 mm x 72.3 mm
Displacement 1252 cc
Compression Ratio 12.0:1
Engine Torque 94 ft-lb (127 Nm) @ 6000 rpm
Power 121 hp (90 kW) @ 7500 rpm
Fuel System Electronic Sequential Port Fuel Injection (ESPFI)
Air Cleaner Downdraft intake, tuned velocity stacks, washable filter media
Exhaust 2-into-1-into-2; catalyst in muffler
Lubrication System Semi-Dry Sump
Primary Drive Gear, 49/89 ratio
Final Drive Belt, 80/34 ratio
Clutch Mechanical, 8 plate wet, assist & slip, 1090N
Transmission Six-speed
Frame Stressed-member, high strength low alloy steel trellis frame; stamped, cast, and forged junctions; MIG welded; aluminum forged mid-structure
Swingarm High strength low alloy steel, tubular sections, stamped x-member, forged axle junctions; MIG welded
Front Fork 43 mm inverted fork with compression, rebound and spring preload adjustability.  Aluminum fork triple clamps.
Rear Shocks Linkage-mounted, piggyback monoshock with compression, rebound and hydraulic spring preload adjustability
Wheels Aluminum cast, satin black
Wheels, Front Width 4.50 x 17 in.
Wheels, Rear Width 5.00 x 16 in.
Brakes 320 mm front rotor, radial monoblock four-piston caliper, 260mm rear rotor, single piston caliper, ABS
Tyre Type Dunlop Harley-Davidson Series, radial, GT503
Tyre Size 160/70TR17 73V, 180/70R16 77V
Suspension Travel, F/R 92 mm / 51 mm
Lean Angle Testing Method J1168
Lean Angle, Right (deg.) 34
Lean Angle, Left (deg.) 34
Length 2265 mm
Overall Width 843 mm
Overall Height 1089 mm
Seat Height, Laden 734 mm
Seat Height, Unladen 753 mm
Static Ground Clearance 93 mm
Rake (steering head) 30
Fork Angle 28
Trail 148 mm
Wheelbase 1518 mm
Fuel Capacity 11.8 L
Reserve Fuel Capacity 3 L
Oil Capacity (w/filter) 4.5 L
Weight, In Running Order 228 kg
Gross Vehicle Weight Rating 418 kg
Warranty 24 months (unlimited mileage)
Service Interval First 1,600 km, every 8,000 km thereafter
RRP $26,495 Ride Away
2022 Harley-Davidson Sportster S
2022 Harley-Davidson Sportster S
2022 Harley-Davidson Sportster S
2022 Harley-Davidson Sportster S
2022 Harley-Davidson Sportster S

Source: MCNews.com.au

Adventure-Touring with Harley | Pan America reviewed

2021 Harley-Davidson Pan America

So, Harley-Davidson has made an adventure bike.  And you know what? They’ve had a red hot go at doing it and it’s actually pretty damn good! 

Harley-Davidson Pan America

Milwaukee have evaluated the established peerage in the adventure-touring sector, examined what those bikes do well, where they could be improved upon, and then looked for points of difference they can bring to market in order to stand out from the crowd and make a statement. 

The Pan America is expected to arrive in Australia soon at a competitive $31,995 Ride Away.
Tubeless spoked rims and adaptive ride height suspension will be optional extras that come together as a package priced at $1485.
And Pan America is quite a bold statement

At the recent Australian launch Harley-Davidson head honcho Nigel Keough started proceedings by declaring, “we compete to win and aim to make Pan America Australia’s #1 adventure-touring motorcycle and we believe it will be a game-changer’”

It wasn’t said with rodomontade, Nigel is fairly softly spoken, but the intent was clear nonetheless. 

Looking at the list of features you can tell how well Harley have studied the competition in the sector, examined the ingredients that make for a successful recipe, then for the most part simply added those same components before blending and then putting it in the oven to bake. 

All the ingredients for success are there

Adventure Tourer check-list
  • 150 horsepower twin – check
  • Radial Brembo stoppers – check
  • Lean-angle sensitive ABS and traction control – check (Bosch)
  • Electronic semi-active suspension – check (Showa)
  • Cornering lights – check
  • Tyre pressure monitoring – check
  • Cruise control – check
  • Heated grips – check
  • 20+ litre fuel capacity – check
  • 350km+ range – check
  • Comfortable ergonomics – check
  • Steering Damper – check
  • Slip-assist clutch – check
  • Hill Hold Control – check
  • Engine Braking Control – check
  • Ride Modes linked to corresponding different tunes for the suspension, ABS and traction control systems – check
  • Adjustable seat height – check
  • Adjustable screen – check
  • Large TFT screen with mobile app driven navigation – check
  • Powered USB ports at dash and under seat – check
  • Luggage systems both hard/soft as accessories – check 

That’s a pretty damn good start!

Harley have then added a couple of points of difference that will genuinely improve the experience for many.

Single-piece aluminium cylinders with nickel silicon carbide-surface galvanic coating are a lightweight design feature. Rocker covers, camshaft covers and primary cover are lightweight magnesium.

The all new Revolution Max engine utilises hydraulic lifters that activate tiny roller-rockers thus there are no valve clearance checks required.  That $500+ saving every 32,000 km or so though is somewhat clawed back by the fact that Harley have set the minor service intervals at 8000 km, rather than the now industry norm of 16,000km.  That said, if you go 16,000 km without doing an oil change yourself at least once during that period between dealership visits on any modern motorcycle, then I reckon you’ve got rocks in your head. Oil and filters are pretty damn cheap and if you plan on doing any serious adventure riding, then it also pays to get to know your motorcycle. Doing some basic maintenance yourself at home is a good way to gain such knowledge, rather than trying to work it out by the side of some dirt track on the side of a mountain 500 kilometres from home… Here endeth the Texas Tea sermon from Pastor Trev, back to the bike…

The real breakthrough, the one that will really make a point of difference that riders will appreciate every single time they mount or dismount the motorcycle, is the new automatic ride height and lowering system which is deployed for the first time in Pan America. 

The automatic ride height system truly is a game-changer for many

This is a true halle-fecken-lujah moment for the short of leg amongst us. This feature alone will capture the attention of many adventure-touring aspirants. When the machine comes to a stop it automatically sinks 25-50 mm closer to terra-firma, that figure depends on how much pre-load has been set on the suspension, and then raises up again as you move off from a standstill. It does it all automatically. Simply brilliant. Seriously, in such a competitive sector why has it taken until 2021 for this to come to market? Harley is kicking sand in the face of the established peerage good and proper with this feature, and good on them. Insert that Leonardo DiCaprio meme where he leans back and claps from The Wolf of Wall Street right here. 

Inverted 47 mm Showa Balance Free forks control the 120/70-19 front while a BFRC shock helps ensure the power gets down to a 170/60-17 rear.  The damping at both ends is semi-active and constantly adjusted on the fly to respond instantly to the corresponding road, load, throttle and braking demands being placed on the suspension. 

Showa semi-active suspension is the business

It’s somewhat akin to voodoo but it works, and like the electronic Showa used on Honda’s Africa Twin, it is generally a little more taut in its response than the WP, Sachs or Ohlins set-ups used by other competitors. Don’t translate that to mean harsh as nothing could be further than the truth, it’s just that all the Showa offerings I have sampled make the speed of damping changes rather more evident than many comparative systems. 

Harley-Davidson developed the lowering and ride-height levelling software in conjunction with Showa, thus the technology will be only available on Harley motorcycles for the next year. Only then will Showa be allowed to offer the system to other manufacturers. This is a normal state of affairs when companies partner to develop, engineer, evaluate, test and map new technology through a shared investment. KTM did the same with Bosch when the 1190 Adventure was the first motorcycle to hit the road with lean-angle sensitive ABS back in 2014, which then filtered out to other brands in 2015.

Harley-Davidson Pan America

The interesting part of the lowering story is that this effectively reverse-engineers something that Harley had been planning to try and introduce for some time on their cruiser line-up. The original idea was to have a slammed on the deck look, but then be able to raise the ride height when out of the city to provide more suspension travel, and thus comfort. Adventure bikes already have plenty of suspension travel,  compliance and comfort, but the trade-off is generally tall seat heights that do little to instil confidence in newcomers, effectively ruling many vertically challenged people out of the large-capacity adventure-touring game altogether. This feature brings those people back into the game, and many are going to be enthusiastic players for Team H-D as a result.  

Pan America is certainly going to make a big splash when it hits the market
Pan America is not a one trick pony though

It manages to seem a lot smaller than it is and while on the launch we didn’t do any proper serious dirt work, I think it is going to acquit itself quite well in such environs.  With 210 mm of ground clearance and 190 mm of suspension travel, it is comparable with most of the 19-inch front opposition.

On unsealed surfaces I was somewhat surprised to find that the Pan America is the least intimidating of all the large adventure-touring motorcycles on the market. No matter how much experience I gain on big jiggers, it always takes some time to regain the confidence required to ride them with any sort of real aggression, especially if I have been out of the seat for a month or two. 

The toe end of the rear brake pedal pad simply flips over with a finger to change it from a sit-down to stand-up placement

I’ve done plenty of serious sand and clocked up more than 10,000 kilometres on many of the main competitors to the Pan America and, in my opinion, the only bikes that instil more confidence as you first head off-road are those that wear 21-inch front rims. And off-road on a big bike, confidence is somewhat of a necessity. That confidence eventually comes on all the other adventure-tourers, but it comes more quickly on the Pan America due to some sort of Jedi mind trick they’ve managed to pull off that makes the bike shrink around you. 

The user-friendly nature of the engine also plays its part. It never ceases to amaze me just how much modern ride-by-wire throttles can smooth out the power deliveries of powerful engines that otherwise might prove more than a little recalcitrant.   

The power delivery is somewhat deceptive

I once owned a KTM 990 Adventure R that was a crazy mofo to ride, it tried to kill me often, but I loved it, and still miss it. Yet the latest KTM Adventure bikes have heaps more power than the 990 era bikes, but are absolute pussycats to ride compared to the 990 era engines.  Seriously, don’t let the big numbers scare you, technology has made huge power accessible to the masses. 

The 150 horsepower Pan America is the softest pussycat in town though.  Pick up from a closed throttle is the smoothest in the business. The way the engine puts the power through to the back tyre makes it feel as though more than a few of those ponies might have gone missing from the paddock. 

Twist it a bit harder though and spin that 60-degree v-twin past 6500 and the speed really starts to pile on.  Again though, it is still a little deceptive, the electronic speedo is working hard to keep up but you just don’t get that real feel of the urge through the seat of your pants. The acceleration is there and the speed builds strongly, but you just don’t ‘feel’ it as much as you do on most of the competition.  The engine is simply so smooth that it hides just how formidable it can be. 

DOHC design permits independent Variable Valve Timing (VVT) on the intake and exhaust cam, optimised for the front and rear cylinder

Both the exhaust and intake cams in each cylinder head are advanced in low rpm situations to improve torque, and then that valve timing is pulled back as the rpm increases to deliver the top end horsepower. And this is not a few degrees of change, we are talking a monumental 40-degrees of difference in either direction, that’s massive. It is the most impressive variable valve timing system I have sampled. 

Despite all this electrickery taking place between your knees there are no discernible steps in the power delivery, none. But you can definitely feel the engine start to take on a more ferocious new nature as you spin past that 127 Nm at 6750 rpm torque peak and the electronic tacho sweeps towards the 150 horsepower at 8750 rpm crescendo in quickening fashion.  The 13:1 compression engine feels as though it wants to keep pulling well past that but the rev-limiter stops play at 9500 rpm. Some of the gears are quite close together which meant I did brush that limiter from time to time as I failed to feed it the next gear quick enough. That really high-lighted the lack of a quick-shifter.  

That is a curious omission for a bike so loaded with almost every electronic feature imaginable.  It makes me think that Harley have developed one, but some problems with it have delayed the deployment of the feature to the public. There are plenty of ‘not quite right’ quick-shifter set-ups that have destroyed not only gearboxes but also engines. This has become even more critical to get right with the latest generation of two-way quick-shift set-ups. I reckon something like this is why we don’t see a quick-shifter on the Pan America, yet… That, or that the smooth shifting and fairly faultless gearbox does not lend itself to the use of a quick-shifter due to some quirk inherent in the design of the shift drum. 

Final drive is via chain

Obviously Harley’s traditional belt drive system was never going to cut it on a bike destined for any serious off-road use. Rocks and grooved belts just don’t go together.  Harley have opted for chain drive over a shaft set-up and that is a move I am perfectly happy with.  Shaft drives have their benefits for sure, but these days quality chains generally don’t need adjustment outside of service intervals or rear tyre changes. I would expect a 30,000 km chain life, perhaps more due to the smooth running nature of the engine. Modern o-ring or x-ring chains only need a wipe clean if covered in crud and a light spray of lubricant once in a blue moon. 

Looks are somewhat polarising, but I don’t mind it all. Let’s face it, nobody makes a pretty adventure bike…

The water-cooled engine has a huge fan that reduces the temperature quite quickly when it gets a little hot under the collar if spending too much time standing still.  Coolant also runs through the oil-cooler and there are vanes in the bodywork to direct airflow away from the rider after it has passed through the radiator.  It is a dry-sump engine with a three-stage scavenge pump and oil jets under the coated pistons. The crankcase scavenge pump produces enough suction for Harley to employ low-tension rings that reduce friction. Exhaust valves are sodium filled to better resist heat build-up and Harley really do seem to have covered all the bases that should ensure durability. 

The engine heat does sometimes get transferred to your inner thigh on the right

There is no getting away from the fact though that the inside of your legs basically cosset the rear cylinder head. But it is the routing of the rear header that can make your right leg much more uncomfortable than the left. Stop-start city traffic or first gear off-road work in summer I suspect will get uncomfortable mighty quick. 

Overall though, who would have imagined that Harley-Davidson would bring to market the world’s smoothest running and user-friendly high horsepower twin? I can confidently tell you they have. 

Certainly plenty of traditional Harley styling cues from this angle

The trade-off is that the engine performs so smoothly that it does leave you feeling that a little of the theatre is missing.  While its competitors are European, and feel it, the Revolution Max engine feels so perfectly curated that you could easily mistake it for an engine born from one of the four Japanese powerhouses that have long set the standard for engineering prowess, rather than from the Pilgrim Road Powertrain Operations facility in Wisconsin. 

Those long accustomed to my scribblings on motorcycles for the last two decades will know I am not one for hyperbole or embellishment, but this engine is not only a revolution for Harley, it is somewhat of a revolution and revelation in its own right. I admire it greatly and am also a little bit awestruck at what the Americans have produced, but the fact remains that the way it goes about its business still left me a little cold, compared to its European competitors. It’s just missing that discernible wallop in the back of the pants when you hit the throttle, that in-turn produces corresponding action at the front of your pants…. However, I suspect that while the immediate attraction might be missing, the fondness might grow into more love and passion over the long-term rather than a simple one-night-stand.

Ergos and comfort are top notch

It was, however, love at first sight in relation to the ergonomics. The seat feels narrow when onboard but is still supportive and well cushioned. Granted, I haven’t done any big kilometre days in the saddle, but I suspect there will be no problems on the comfort score and I would happily set out to lap Australia on one tomorrow. 

A pretty good place to park your bum

The standard screen is manually adjustable while on the move through four positions and various larger or smaller screens are available as accessories. I don’t reckon I would be changing it. Cruise control works well as do the three-stage heated grips. 

Electronic suspension also dramatically helps rider comfort and enjoyment in every scenario. The semi-active suspension system has five modes, ‘Comfort’, ‘Balanced’, ‘Sport’, ‘Off-Road Soft’ and ‘Off-Road Firm’. Thus when you want to play boy racer or sit back and enjoy the ride, the perfect suspension set-up is only the press of a button away. 

The different ride modes also change the semi-active suspension, ABS, traction control and engine braking tunes, along with the throttle response and ramp rate to the corresponding scenarios.  Harley have also given riders a great amount of freedom to set the machine up with their own set of variables and save them in two extra user modes.  

Harley-Davidson Pan America

A dedicated ‘Off-Road Plus’ mode deactivates ABS on the rear and places the front ABS in a minimal intervention mode but does not deactivate the system entirely.  The ABS system is sophisticated enough that by the time you were in a scenario where complete deactivation would be advantageous, you are probably already in a world of shit anyway.  If you have no experience with the latest and greatest ABS systems then you might be throwing your hands up in the air in protest, but for those of us that know how good these systems have now got its no longer a matter of concern. Eventually you just have suck it up and admit that the systems are generally better than you are in any given scenario, particularly an emergency one. 

On the road the Pan America steers well, is agile and light underfoot. The launch day saw us on some good roads but mixed conditions and traffic in the places you didn’t want it prevented us from pushing that envelope to see what it could really do. The geometry seems great and the bike shows no hesitation going where its pointed, but we never really got it fully cranked at speed with enough aggression to really judge where it sits in the boy-racer pecking order.  

Harley only claim 42-degrees of lean angle via the testing regimen they use to measure such things, but if that figure is calculated the same way the likes of the IMU on the BMW R 1250 GS measures angle of the dangle, then the Pan America will be dragging its undercarriage long before the German starts to feel even a little bit flustered. 

I can’t yet judge this area of performance with any real authority before getting the bikes back to back on the same bit of blacktop, that said, I think the Harley will acquit itself quite well. Only those riders that like to lick the stamp and send it into the corners with real aggression will get to appreciate any marginal advantage displayed by the BMW, KTM, Triumph or Ducati in this area.  It would be a plain insult to compare the sporting performance of the Pan America to any other model in the current Harley catalogue, it is playing in another contest entirely, and this is the big league full of competitors that have serious sporting potential.  

The screen display on the Pan America supports infotainment generated by the rider’s Bluetooth-equipped mobile device. The motorcycle does not have an on-board infotainment system, and it is not equipped with speakers. Most infotainment functions also require a Bluetooth headset and speakers worn within the helmet.

The 6.8-inch TFT instrument panel is done quite well.  It has a variety of displays to choose from that can be further customised to suit your tastes. The instrument panel and its surrounding binnacle is adjustable for angle to ensure it caters to riders of various heights. The resolution is good and even small text is legible. It is also a touchscreen but that functionality is only active when stationary. 

Images of the instrumentation don’t really do it justice as pictures make it look a bit Fisher-Price, but from the seat it works better and looks better than you might imagine and has all the functionality you could desire. Turn-by-turn navigation is activated via the H-D app on your mobile phone that pairs with the Pan America via Bluetooth. Music works the same way and the whole set-up is very similar to that seen across most motorcycle brands in this day and age. It is executed in a nicer way than most though and only the Apple CarPlay or Android Auto set-up seen on the Africa Twin betters it in any measurable way. 

Some of the launch bikes had some minor starting issues that Harley are expecting to have a fix for via a software update before the bikes go on sale. I am sure it will be fixed, but it is worth mentioning all the same. 

There were some starting issues experience on the launch that are expected to be fixed by a software update

There is a whole lot going on with the switch-gear. There are so many buttons and switches that it seems all a bit too much but, to be fair, they are reasonably well thought out and functional. Still, there are way too many buttons and even though Harley tell us they have done a million miles of durability testing, 50 per cent of which was undertaken off-road, if all those buttons still work after running through a few bull-dust holes over a week in the outback I will be surprised. The competition has spent decades getting this right, and they still experience failures, so I can’t imagine Harley has got it 100 per cent right from day one, time will tell I guess….

So much going on here and there are more buttons below and above that you can’t even see in this shot, and there are just as many on the left switch-block also

And this perhaps is also the crux of the matter when it comes to Pan America. There is no question Harley have done an absolutely amazing job to write this opening chapter in what they hope will be a whole new profitable book for The Motor Company. But just how right have they got it?  Will the early adopters be supported well enough through any teething problems to still be loving Pan America life in 12 or 18 months time?  

One would hope that Harley have invested so much in this new platform that they will instruct their dealer network to move heaven and earth to ensure those that choose to put down 32-large on a Pan America feel as though they are part of that new adventure-touring journey with Harley, rather than just being on a Harley….  That will decide how the next Pan America chapter is written, and from there whether it will be a short serial, or a tome of real significance that will leave an indelible mark on the future of motorcycling. 

Harley-Davidson Pan America

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
What do you reckon?

Source: MCNews.com.au