The ride of a lifetime is just around the corner, with Harley-Davidson’s Model Year 2023 Run Out Sale coming to dealerships near you.
Moving into the new year, Harley-Davidson is putting some of their most iconic 2023 models front and centre with a price reduction of up to $4,000 across Sport, Cruiser and Touring models.
2023 Harley-Davidson CVO Street Glide
Coming in a range of different styles and colours, there has never been a better time to get in the saddle and hit the open road with Harley’s 2023 models.
Riders can save $4,000 off Grand American Touring models, $2,500 off Cruiser models (excluding the Breakout 117), $3,500 off the Street Bob 114 and $500 off Sport models.
Harley-Davidson are beefing up the Low Rider S for 2022, alongside the introduction of the new Low Rider ST model. With the inclusion of the Milwaukee-Eight 117 powerplant in the Softail chassis, this promises performance previously limited only to CVO offerings in the line-up.
Alongside a 117-based torque boost, the updates promises an improved handling package, with increased cornering clearance and rear suspension travel, which sounds promising to deliver better comfort as a result.
2022 Harley-Davidson Low Rider S and Low Rider ST
The Milwaukee-Eight 117 V-Twin produces 167 Nm of torque at 3500 rpm. It runs a high-performance cam-shaft, tuned Heavy Breather intake with forward-facing exposed filter, high-performance two-into-two offset shotgun exhaust and dual counter-balancers to reduce primary vibration.
Both the 2022 Low Rider S and Low Rider ST will be equipped with the Milwaukee-Eight 117
Further dealer-installable Screamin’ Eagle Performance Parts Stage Upgrades are available to boost engine performance even further, for those who want to go the next step.
2022 Harley-Davidson Low Rider ST
The Low Rider ST offers Harley-styled sport-touring inspired by the Californian “tall bike” movement. Saddlebags ride high, the rear suspension is jacked up, handlebars are high, and the FXRT-inspired fairing is frame-mounted.
Brad Richards – Harley-Davidson Vice President of Design
“A key element of this model is the frame-mounted fairing, which has a shape inspired by the classic FXRT Sport Glide model fairing favoured by West Coast customisers. With a dominant central headlamp flanked by side vents, the genetic connection to the original FXRT remains familiar. The sharper creases and revised proportions in the Low Rider ST fairing provide a look that is intended to be modern, athletic and aerodynamically superior to the FXRT fairing. The raised fitment of the saddlebags high above the exhaust reinforces the performance of the model – the message being that these bags will not limit lean angle when the bike is pushed to the limit.”
2022 Harley-Davidson Low Rider ST
The shape of the new frame-mounted fairing was developed through CFD (computational fluid dynamics) analysis and real-world testing. Triple fixed split-stream vents help limit rider head buffeting at highway speeds. A six-inch high windshield has a Dark Smoke tint, and the fairing holds a single 5.75-inch LED headlamp.
The lockable, rigid saddlebags feature a clam-shell design that makes them easy to load and unload. The bags can be opened with one hand by a seated rider, and a damping device allows the saddlebag lids to open smoothly. The bags can be removed in seconds with an internal quick-release mechanism. Combined saddle-bag capacity is 53.8 litres.
2022 Harley-Davidson Low Rider ST
A deep solo seat holds the rider in place during aggressive acceleration and cornering. A one-inch moto handlebar is mounted on four-inch pull-back risers while a low-profile textured-black console tops the 18.9 litre fuel tank. Instrumentation is presented by a compact digital display inset in the handlebar riser for a custom, “no gauges” look.
The Milwaukee-Eight 117 powertrain is rigid-mounted in the frame to enhance chassis stiffness. A 43mm inverted fork stiffens the front end, and its single-cartridge internal technology helps keep the front wheel planted, while fork rake is 28-degrees.
2022 Harley-Davidson Low Rider ST – Vivid Black
The Low Rider ST is equipped with a taller rear monoshock than the standard Softail chassis monoshock offering half-an-inch more stroke, one-inch more rear wheel travel, and pushing the seat height an inch taller.
This aims to provide improved ride comfort and increases lean angle by more than one degree, improving ground clearance. Under-seat hydraulic preload adjustment allows the rider to easily adjust the rear suspension for the load and road conditions, although no room for a pillion simplifies that equation.
2022 Harley-Davidson Low Rider ST & Low Rider S
Dual front brakes with 300 mm rotors are backed by a standard ABS (antilock braking system) for confident braking performance in all conditions. Standard fitment are Michelin Scorcher 31 tyres, with a 110/90B19 front and 180/70B16 rear. Other features include a LED headlamp, bright LED tail/brake lamps and a USB charging port.
Blacked-out styling includes the Wrinkle Black finish on the powertrain, primary cover, triple clamps, top clamp, rear fender supports and tank console; the derby cover, intake, lower rocker covers, and handlebar riser are Gloss Black.
2022 Harley-Davidson Low Rider ST – Gunship Gray
The handlebar is Satin Black, forks anodised black and mufflers and exhaust shields are Jet Black. Radiate cast-aluminium wheels (19- inch front and 16-inch rear diameter) are finished in Matte Dark Bronze for contrast to the blacked-out components.
2022 Harley-Davidson Low Rider ST
The accessory-fit Harley-Davidson Audio powered by Rockford Fosgate is also available, with the inner fairing audio kit designed alongside the Low Rider ST for outstanding performance and an ideal fit within the fairing. The system includes a compact 250-watt amplifier with digital signal processing (DSP) technology and a pair of 5.25-inch woofers and two remote tweeters.
2022 Harley-Davidson Low Rider S
The Milwaukee-Eight 117 equipped Low Rider S produces five percent more torque than Milwaukee-Eight 114 powered 2021 variant it replaces, offering bragging rights of performance previously only available in CVO offerings.
2022 Harley-Davidson Low Rider S – Gunship Gray
The 2022 Low Rider S model is equipped with a new handlebar-mounted combination analogue tachometer/digital speedometer, which replaces the tank console instruments seen on previous Low Rider S models.
2022 Harley-Davidson Low Rider S dash
The handlebar location places the gauge closer to the rider’s line of sight. A low-profile textured black tank console with FXLRS badge now tops the fuel tank. Lighting is an LED headlamp and LED tail/brake lights.
2022 Harley-Davidson Low Rider S tank
The same taller rear monoshock featured on the Low Rider ST model raises the rear of the Low Rider S model for improved ride comfort and 1.3 degrees more lean angle than the previous Low Rider S mode. Under-seat hydraulic preload adjustment allows easy adjustment.
2022 Harley-Davidson Low Rider S
As on the Low Rider ST 43mm inverted fork are run and fork rake is 28-degrees, with dual 300 mm disc brakes, standard ABS and Michelin Scorcher 31 tyres.
2022 Harley-Davidson Low Rider S
Other features include one-inch diameter moto bar on four-inch tall risers, a deep solo seat, mid-mount foot controls, and a colour-matched mini speed screen fairing. The powertrain, front end and exhaust are totally blacked out, with Radiate cast-aluminium wheels (19-inch front and 16-inch rear diameter) finished in Matte Dark Bronze.
2022 Harley-Davidson Low Rider S – Vivid Black
The 2022 Harley-Davidson Low Rider S and Low Rider ST will be available in Vivid Black or Gunship Gray.
The 2022 Low Rider S is priced at $30,750 ride-away, while the 2022 Low Rider ST will be $35,250 ride-away, both expected to arrive in Harley-Davidson dealerships around early-March, 2022 according to early estimates.
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.
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.
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
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
The Harley-Davidson XL883N Iron is no longer going to be offered in the Australian or New Zealand markets
Word came in this morning that Harley-Davidson Australia will drop the affordable Iron 883 and 1200 models from their line-ups.
Harley Davidson Australia is walking away from the XL1200NS IRON
The Harley-Davidson 48, a much heralded and popular model when released a little over a decade ago at just over 16k ride-away, has seen some of that sheen wane over time and the 48 is also being dropped from the Australian and New-Zealand model line-ups.
Harley-Davidson 48
Harley-Davidson has long been the biggest selling motorcycle brand in Australia, when it comes to sales numbers of road bikes. However, H-D has lost the #1 road mantle of late to Honda and while much of the market is currently booming, Harley recorded an eight per cent decline in sales during the first quarter of 2021, compared to 2020. In fact, Harley is the only brand to have recorded a sales decline in the first quarter of 2021, while the likes of Honda are up almost 50 per cent, and Indian’s sales are up by almost 60 per cent.
The Softail Breakout is Harley’s biggest selling large capacity motorcycle
Harley’s Breakout, Street 500 and Sport Glide sales remain particularly strong and Milwaukee’s Touring line-up continues to dominate that segment of the Australian market. Thus Harley-Davidson sales remain strong, but just not as strong as has traditionally been the case.
The Street Glide Special currently dominates the Touring category in Australia
The ever-growing list of 2020 motorcycle recalls continues to expand with another addition to the hit-list; Harley Davison’s 2020 LiveWire is unexpectedly shutting down for some riders mid-ride and in some cases not allowing for the driver to turn the vehicle back on after initial shut-off.
The National Highway Traffic Safety Administration states that only 1% of the ~1000 bikes being recalled may be affected by the issue, so there is no reason to panic but it’s still better to be safe than sorry.
The issue apparently comes from the On-Board Charging software that causes the powertrain to turn off. I’m not sure if that issue will really cause *a complete* shut down of the bike with all other features shutting off, but other sources are reporting that ABS, TC, and other assists can indeed cut out as well.
This is not good news for anyone who rides their bikes in the evening or in low light, as there is potential for ABS, traction control, and your headlight to shut off mid-ride which could cause serious injury or even death.
Between the 22nd and 29th of October, 2020 LiveWire owners will be notified by mail regarding the recall and will be urged to take their motorcycles to their local H-D dealership to have the software updated for free.
Where I live, there is currently 10cm of snow on the ground, so if are like me and cannot arrange transportation of your bike to the dealership Harley-Davidson is happy to pick it up and return it back to your house absolutely free of charge.
If you are a 2020 H-D LiveWire owner it would be in your best interest to give the Harley-Davidson customer support line a ring and provide them with your VIN so they can check to see if you perhaps have one of the affected versions of the bike.
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