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Harley-Davidson Sportster S vs. Indian FTR S vs. Indian Scout Bobber | Comparison Review

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Harley-Davidson Sportster S vs Indian FTR S vs Indian Scout Bobber
The Revolution Max-powered Sportster S is the start of a new era for Harley-Davidson. We tested it against Indian’s Scout Bobber and FTR S on canyon roads and city streets. (Photos by Kevin Wing)

The Sportster is one of most iconic and successful Harley-Davidson motorcycles, and it’s one of the longest-running motorcycle models in history. Introduced in 1957 – the same year Wham-O introduced the Frisbee and Elvis Presley’s “All Shook Up” topped the Billboard charts – the Sportster was a response to the light, fast OHV British bikes that took the American motorcycle market by storm after WWII.

An evolution of the side-valve KHK, the XL (the Sportster’s official model designation) was powered by an air-cooled, 883cc, 45-degree “ironhead” V-Twin with pushrod-actuated overhead valves. It made 40 horsepower, weighed 495 pounds, and had a top speed around 100 mph, more than enough performance to outrun most British 650s of the day. In 1959, Harley unleashed the XLCH, a 55-horsepower, 480-pound hot rod that cemented the Sportster’s go-fast reputation.

Harley-Davidson Sportster S vs Indian FTR S vs Indian Scout Bobber
The 121-horsepower, liquid-cooled Harley-Davidson Sportster S starts a new chapter for the Motor Company’s most iconic motorcycle.

Today, 65 years after the XL’s debut, there’s still an air-cooled 883cc Sportster in Harley-Davidson’s lineup: the Iron 883. Making 54 horsepower and weighing 564 pounds, it has a lower power-to-weight ratio than a ’59 XLCH, and by modern standards, the Sportster is no longer sporty.

YOU SAY YOU WANT A REVOLUTION

Harley-Davidson puts its air-cooled Sportsters – the Iron 883 and the 1,200cc Forty-Eight – in its Cruiser category. Last year it added a new category – Sport – that includes only one model: the Sportster S. Designated RH1250S rather than XL, the new Sportster occupies a distinct branch of the Harley family tree. It’s built around a 121-horsepower “T” version of the liquid-cooled, 1,252cc Revolution Max V-Twin found in the Pan America adventure bike, and it weighs 503 pounds ready-to-ride. Compare that to Harley’s Evo-powered Forty-Eight, which makes 66 horsepower and tips the scales at 556 pounds.

Indian FTR S
With an upright seating position, rear-set pegs, and 17-inch wheels with sportbike rubber, the FTR S feels more at home on twisty roads than the others. Like the Sportster S, it has ride modes and IMU-based electronics.

Both the Iron 883 and Forty-Eight are available as 2022 models, so air-cooled XLs aren’t going away (yet). They appeal to cruiser traditionalists: those who want familiarity and simplicity, and those for whom the look, sound, and feel of an air-cooled 45-degree V-Twin are more important than outright performance.

The Sportster S carves out another niche in the market, appealing to a different sort of buyer: those who want a light, powerful, sophisticated American-made V-Twin. That sounds a lot like the Indian FTR S, the Sportster S’ closest competitor. Both are powered by liquid-cooled, DOHC, 60-degree V-Twins that make about 120 horsepower (factory claims). Both are equipped with ride modes, cornering ABS and traction control, and other modern electronics, and their base prices are $14,999.

Indian Scout Bobber
The Scout’s length, weight, and limited cornering clearance conspire against it in the curves.

But the Sportster S is a low-profile, feet-forward cruiser, whereas the FTR S is a sport-standard with an upright seating position and rear-set footpegs. Not exactly apples to apples. Indian’s Scout Bobber, on the other hand, more closely matches the Harley’s cruiser layout, so we’ve included it here. It’s also powered by a liquid-cooled, DOHC, 60-degree V-Twin, but with less displacement and a lower state of tune than the FTR’s motor. Making a claimed 100 horsepower, the Bobber’s engine output is well below the others, and its only electronic riding aid is ABS (a $900 option), but its base price is $4,000 below that of the Sportster S and FTR S.

CURB APPEAL

These bikes are tightly packaged machines, with bodywork kept to an absolute minimum. They all have radiators, and designers did their best to keep hoses and associated plumbing tucked away. The Scout has a tall, narrow radiator wedged between the rectangular downtubes of its cast-aluminum frame. The sportier FTR and Sportster have shorter, wider radiators with small shrouds on the sides that help them blend in.

The traditionally styled Scout Bobber has a few splashes of chrome and a halogen headlight, while the more modern Sportster S and FTR S favor a mix of matte and brushed surfaces and have LED headlights.

More differences are apparent when looking at them parked side by side. With the lowest seat height (by 4 inches), longest wheelbase (by 2 inches), and stacked exhaust pipes that extend just past the trailing edge of the rear tire, the Scout is more slammed and stretched out than the others. And as the most traditionally styled of the three, it has the proportions and stance one expects from a cruiser.

The FTR is at the other end of the spectrum. With the most ground clearance, longest rear suspension travel (by 2.7 inches), and loftiest seat height (by 2.8 inches), it stands much taller than the others. Mirrors perched above the handlebar on antenna-like stalks further add to its height, while the others have bar-end mirrors. Upswept brushed-aluminum Akrapovič mufflers, an exposed rear shock with a red spring, and 17-inch wheels with matching red pinstripes give the FTR the sportiest appearance of the three.

Harley-Davidson Sportster S vs Indian FTR S vs Indian Scout Bobber
The Indian FTR S is a uniquely American take on a naked sportbike.

The Sportster has a unique cut to its jib. It has a mix of glossy, matte, and brushed surfaces, and a mix of styling influences. Its high pipes and tidy tailsection are inspired by XR750 dirt trackers. Its pill-shaped LED headlight and chunky tires take a page out of the Fat Bob’s playbook, while its elongated teardrop tank is a big departure from the peanut tanks of other Sportsters. And its tubular-steel trellis frame, swingarm, and license-plate hanger hew fairly close to what’s found on the FTR.

BEHIND BARS

Differences in dimensions and stance affect ergonomics. With its long-and-low profile, 25.6-inch seat height, forward-set foot controls, and minimal pullback to the handlebar, the Scout Bobber puts the rider in a classic “clamshell” seating position with a tight hip angle, even more so for those with long legs. The Scout’s solo seat is reasonably plush, but with one’s legs and arms stretched out, style trumps comfort. As the lowest bike of the bunch, it also has less cornering clearance than the others – just 29 degrees vs. 34 degrees for the Sportster and 43 degrees for the FTR. Boot heels touch pavement first, but on some right turns the bottom of the lower exhaust pipe scraped, leaving an unsightly scar of raw metal on the matte-black finish.

Harley-Davidson Sportster S vs Indian FTR S vs Indian Scout Bobber
The Harley-Davidson Sportster S has a color TFT display with a large tachometer and speed readout.

To accommodate its greater lean angles, the Sportster’s forward controls are positioned higher than the Scout’s (Harley offers mid-mount controls as a $660 accessory). Its solo seat is perched 29.6 inches above the pavement, which is on the tall side for a cruiser. The narrow, thinly padded saddle had us seeking relief long before the low-fuel light came on, exacerbated by the fact that the Sportster, like the Scout, locks the rider in place and has minimal rear suspension travel. Of the three, the Sportster has the most cramped cockpit, limiting its appeal among tall riders.

Harley-Davidson Sportster S vs Indian FTR S vs Indian Scout Bobber
The Indian FTR S’ touch-enabled TFT shows an array of data and has two different layouts.

With a sport-standard seating position, the FTR feels altogether different than the two cruisers. The rider sits more upright, with a comfortable reach to the wide handlebar and a moderate forward lean to the upper body. Rear-set pegs put the rider’s feet directly below their hips, opening the hip angle at the expense of more knee bend. Our test riders were unanimous in declaring the FTR the most comfortable of the three, and it felt the most natural at a sporting pace. The 32.2-inch seat height may be a challenge for some, but the saddle has the thickest padding and it’s the only one here that accommodates a passenger (without digging into the accessory catalogs).

Harley-Davidson Sportster S vs Indian FTR S vs Indian Scout Bobber
The Indian Scout Bobber has the most basic instrumentation, with an analog speedometer and an inset multifunction digital display.

THE SOUND & THE FURY

There’s a reason nearly every motorcycle made in America has a V-Twin. The engine configuration delivers a visceral pulse that engages the rider, producing a rhythmic sound that can be both felt and heard. There’s nothing lazy about the 60-degree V-Twins that power these three. At idle, they emit a steady staccato rather than a loping beat. None of the stock exhausts are especially loud, but the Scout’s pipes play a deep rumbling tune that was sweetest to our ears.

The Harley’s Revolution Max engine is the only one here with variable valve timing, which optimizes power delivery across the rev range. Despite the Sportster’s added tech and 49cc displacement advantage over the FTR (1,252cc vs. 1,203cc), when strapped to Jett Tuning’s rear-wheel dyno, they generated nearly identical peak horsepower (116.0 vs. 115.7). Where VVT delivers the goods, however, is in the heart of the rev range – the Sportster makes 5-10 more horsepower than the FTR between 4,000 and 7,000 rpm. The Harley also doesn’t trail off as quickly after the peak as the FTR and it revs out further. In terms of torque, the Sportster clearly dominates the FTR, generating the highest peak (89.0 vs 82.7 lb-ft) and a 5-12 lb-ft advantage from 4,000-7,000 rpm.

Rider Comparo
Look Ma, no fins! All three are powered by liquid-cooled, 60-degree V-Twins with DOHC and 4 valves per cylinder. Designers did their best to showcase the engines while downplaying the radiators.

The Scout is outgunned by the Sportster and the FTR, maxing out at 85.2 horsepower and 64.5 lb-ft of torque, but its 1,133cc mill is perfectly suited for cruiser duty. What the Scout lacks in sheer grunt it makes up for in simple enjoyment. Unlike the others, it doesn’t have throttle-by-wire or ride modes, and there’s a pleasant analog connection between the right grip and the rear wheel. The Scout is the only bike here without a slip/assist-type clutch, and squeezing its lever requires the heaviest pull. Clutch action is lightest and gear changes are easiest on the Sportster. Compared to the Harley, the FTR felt less refined, with inconsistent clutch engagement (especially when the engine is cold), uneven fueling at steady throttle, and a coarser feel at higher revs.

’ROUND THE BEND

Apart from ergonomics and engine performance, these three bikes offer distinct riding experiences. As the longest, lowest, and heaviest (by 45-50 pounds) of the three, it’s not surprising that the Scout Bobber requires the most effort to steer through a series of tight turns. It rolls on 16-inch wheels front and rear, and the semi-knobby tread on its Pirelli MT60RS dulls response and feedback. Up front, the Scout’s single 298mm disc is squeezed by a 2-piston caliper, with hydraulic fluid sent through an axial master cylinder and braided steel lines. Braking power is adequate, but the Scout’s front lever doesn’t provide the precise feedback found on the Sportster and FTR, both of which are equipped with Brembo radial master cylinders. Furthermore, since it doesn’t have an IMU like the others, the Scout’s ABS does not compensate for lean angle.

Rider Comparo
Small gas tanks (and heavy throttle hands) kept the trio on a short leash. Low-fuel lights typically came on in less than 100 miles.

One of the Scout’s biggest limitations, which it shares with the Sportster, is a mere 2 inches of rear suspension travel. The Scout has dual shocks that are adjustable for spring preload only, while the Sportster has a single, fully adjustable piggyback reservoir shock with a linkage. Even though the Harley has more premium suspension with better damping, there’s only so much that can be done with so little travel. Few bumps pass unnoticed and big ones can be jarring, unsettling the chassis and sapping confidence, especially on the Scout.

At first glance, one would think that the fat front tire on the Sportster – a 160/70-17 that’s wider than the Scout’s 150/80-16 rear tire – would be an impediment to handling, but it has a triangular profile that helps it turn in. The Harley slices and dices confidently, with reasonably light steering and a solid, planted feel when on the edge of its tires. At higher speeds, however, the added weight of the front tire slows steering. The Sportster feels more eager than the Indians, especially in Sport mode, and it launches itself out of corners.

Harley-Davidson Sportster S
The Sportster S has good cornering clearance and rails through corners better than most cruisers.

As part of its 2022 update, Indian sensibly shifted the FTR away from its flat-track origins and amped up its street-readiness. The 19-/18-inch wheels with quasi-knobby tires were replaced with 17-inch hoops shod with grippy Metzeler Sportec M9 RR tires, steering geometry was tightened up, and suspension travel was reduced by more than an inch. The changes made the FTR a better corner carver in every respect. Although the Sportster will quickly pull away from the Scout on a tight, twisting road thanks to its superior power-to-weight ratio, the FTR has a definite edge on the Harley in terms of cornering clearance and braking performance.

With 4.7 inches of travel front and rear, the FTR’s fully adjustable suspension has more leeway than the Sportster’s to absorb the inevitable imperfections on public roads. With more fork and shock stroke to work with, as well as the best damping among this trio, the FTR’s chassis stays more composed, allowing its rider to stay focused on the road ahead rather than avoiding bumps. The FTR also has the best brakes of the bunch, delivering impressive stopping power and feel at the lever. It’s the only bike here with dual discs up front, a pair of 320mm rotors clamped by radial 4-piston calipers. The Sportster makes do with a single 320mm front disc that’s gripped by a monoblock 4-piston caliper, and its braking performance is a close second to the FTR.

Harley-Davidson Sportster S vs Indian FTR S vs Indian Scout Bobber
The Indian Scout Bobber packages old-school cool around a modern engine and chassis.

COMING OUT ON TOP

This is not your typical comparison test. These three bikes have as many differences as they do similarities, but there are some common threads. They’re made in America by companies that were fierce rivals in the past and became direct competitors again nearly a decade ago. And they have liquid-cooled, 60-degree V-Twins that depart from air-cooled tradition. Beyond that, the threads begin to unravel.

Both the Scout and Sportster carry historic nameplates originally associated with speed, but more recently have come to represent smaller, more affordable cruisers in their respective lineups. The Scout Bobber, a darker, lower variation of the standard Scout, best represents cruiser tradition. Its styling is more elemental than the Sportster or FTR, appearing old-school even though its engine architecture, cast-aluminum frame, and optional ABS are contemporary. The Bobber delivers more performance than most typical cruisers, yet its no-frills spec sheet helps keep its base price to just $10,999–$4,000 less than the others. That’s a trade-off plenty of buyers are more than happy to make.

Harley-Davidson Sportster S vs Indian FTR S vs Indian Scout Bobber
These motorcycles redefine what it means to be an American-made V-Twin, and they’re taking Harley and Indian into the future. They’ve helped to reinvigorate a historic brand rivalry that is being played out on racetracks and in showrooms nationwide. And they are well-designed, solidly built motorcycles that are fun to ride.

The new Sportster S, like the Pan America with which it shares the Rev Max engine platform, represents the future of Harley-Davidson. Street Glides, Road Glides, Softails, etc. are – and will continue to be – the bread and butter of The Motor Company’s dominant on-highway market share in the U.S. But today’s motorcycle manufacturers think on a global scale, and high-tech engines and electronics that can satisfy increasingly stringent emissions and safety standards are essential.

There is, at best, a tenuous connection between the Sportster S and the iconic XL line, but H-D hopes its instantly recognizable name will help it succeed in the marketplace. Its fat tires, high pipes, bulldog stance, and mash-up of styling influences won’t appeal to everyone, but there’s no denying the performance of its engine or the capability of its chassis. The Revolution Max V-Twin is the Sportster S’ greatest attribute. Limited rear suspension travel, on the other hand, is its greatest limitation.

As a motorcycle we’d want to live with every day, the Indian FTR S is the clear winner here. Its street-tracker styling either appeals to you or it doesn’t (count us as fans), but from the standpoint of functionality and rider engagement, the FTR S checks all the right boxes. Compared to the Sportster S, the Indian’s engine is weaker in the midrange and feels rougher around the edges, but the FTR handles better, has the best brakes, is the most comfortable, and has standard passenger accommodations. Like the Sportster S, it has ride modes, modern electronic rider aids, cruise control, a USB charging port, Bluetooth connectivity, and a color TFT display, with the added convenience of a touchscreen.

With the FTR platform’s recent update, Indian has had a few years to work out the kinks, and the current iteration is a much better streetbike than the original. In addition to the FTR S tested here, there are three other variants to choose from: the base-model FTR ($12,999), the scrambler-styled FTR Rally ($13,999), and the top-of-the-line FTR R Carbon ($16,999). Harley-Davidson won’t rest on its laurels, and there will surely be updates to the Sportster S and spin-off models in the years ahead.

Harley-Davidson Sportster S vs Indian FTR S vs Indian Scout Bobber
Rear-wheel horsepower measured on Jett Tuning’s DynoJet dyno
Harley-Davidson Sportster S vs Indian FTR S vs Indian Scout Bobber
Rear-wheel torque measured on Jett Tuning’s DynoJet dyno

2021 Harley-Davidson Sportster S Specs

Harley-Davidson Sportster S vs Indian FTR S vs Indian Scout Bobber
With a mix of styling influences and finishes, the Sportster S cuts a very different profile than the Sportsters in Harley’s XL family.
  • Base Price: $14,999
  • Price as Tested: $15,349 (Midnight Crimson)
  • Warranty: 2 yrs., unltd. miles
  • Website: harley-davidson.com

Engine

  • Type: Liquid-cooled, transverse 60-degree V-Twin, DOHC w/ 4 valves per cyl.
  • Displacement: 1,252cc
  • Bore x Stroke: 105.0 x 72.0mm
  • Compression Ratio: 12.0:1
  • Valve Insp. Interval: NA (self-adjusting)
  • Fuel Delivery: Electronic Sequential Port Fuel Injection (ESPFI)
  • Lubrication System: Semi-dry sump, 4.75 qt. cap.
  • Transmission: 6-speed, cable-actuated slip/assist wet clutch
  • Final Drive: Belt

Chassis

  • Frame: Tubular-steel trellis w/ forged aluminum mid-structure & engine as stressed member, tubular-steel swingarm
  • Wheelbase: 59.8 in.
  • Rake/Trail: 30 degrees/5.8 in.
  • Seat Height: 29.6 in.
  • Suspension, Front: 43mm USD fork, fully adj., 3.6 in. travel
  • Rear: Single shock w/ linkage, fully adj., 2.0 in. travel
  • Brakes, Front: Single 320mm disc w/ radial 4-piston monoblock calipers & ABS
  • Rear: Single 260mm disc w/ floating 1-piston caliper & ABS
  • Wheels, Front: Cast, 4.5 x 17 in.
  • Rear: Cast, 5.0 x 16 in.
  • Tires, Front: 160/70R17
  • Rear: 180/70R16
  • Wet Weight: 502 lbs.
  • Load Capacity: 420 lbs.
  • GVWR: 922 lbs.

Performance

  • Horsepower: 116 hp @ 8,300 rpm (rear-wheel dyno)
  • Torque: 89 lb-ft @ 6,000 rpm (rear-wheel dyno)
  • Fuel Capacity: 3.1 gals.
  • Fuel Consumption: 34.4 mpg
  • Estimated Range: 107 miles

2022 Indian FTR S Specs

Harley-Davidson Sportster S vs Indian FTR S vs Indian Scout Bobber
Inspired by Indian’s flat-track racebike, the FTR S has the stance of a sport-standard.
  • Base Price: $14,999
  • Price as Tested: $14,999 (White Smoke)
  • Warranty: 2 yrs., unltd. miles
  • Website: indianmotorcycle.com

Engine

  • Type: Liquid-cooled, transverse 60-degree V-Twin, DOHC w/ 4 valves per cyl.
  • Displacement: 1,203cc (73 ci)
  • Bore x Stroke: 102.0 x 73.6mm
  • Compression Ratio: 12.5:1
  • Valve Insp. Interval: 20,000 miles
  • Fuel Delivery: Closed-loop EFI w/ 60mm throttle bodiesx 2
  • Lubrication System: Semi-dry sump, 4.4 qt. cap.
  • Transmission: 6-speed, cable-actuated slip/assist wet clutch
  • Final Drive: O-ring chain

Chassis

  • Frame: Tubular-steel trellis w/ engine as stressed member & tubular-steel swingarm
  • Wheelbase: 60.0 in.
  • Rake/Trail: 25.3 degrees/3.9 in.
  • Seat Height: 32.2 in.
  • Suspension, Front: 43mm USD fork, fully adj., 4.7 in.
  • Rear: Single shock, fully adj., 4.7 in.
  • Brakes, Front: Dual 320mm discs w/ radial 4-piston calipers & ABS
  • Rear: Single 260mm disc w/ 2-piston caliper & ABS
  • Wheels, Front: Cast, 3.5 x 17 in.
  • Rear: Cast, 5.5 x 17 in.
  • Tires, Front: 120/70ZR17
  • Rear: 180/55ZR17
  • Wet Weight: 514 lbs.
  • Load Capacity: 434 lbs.
  • GVWR: 948 lbs.

Performance

  • Horsepower: 116 hp @ 7,900 rpm (rear-wheel dyno)
  • Torque: 83 lb-ft @ 5,700 rpm (rear-wheel dyno)
  • Fuel Capacity: 3.4 gals.
  • Fuel Consumption: 34.0 mpg
  • Estimated Range: 116 miles

2022 Indian Scout Bobber Specs

Harley-Davidson Sportster S vs Indian FTR S vs Indian Scout Bobber
The long and low Scout Bobber is the most traditional cruiser in this trio.
  • Base Price: $10,999
  • Price as Tested: $12,399 (Maroon Metallic Smoke, ABS)
  • Warranty: 2 yrs., unltd. miles
  • Website: indianmotorcycle.com

Engine

  • Type: Liquid-cooled, transverse 60-degree V-Twin, DOHC w/ 4 valves per cyl.
  • Displacement: 1,133cc (69 ci)
  • Bore x Stroke: 99.0 x 73.6mm
  • Compression Ratio: 10.7:1
  • Valve Insp. Interval: 20,000 miles
  • Fuel Delivery: Closed-loop EFI w/ 60mm throttle bodies x 2
  • Lubrication System: Semi-dry sump, 4.5 qt. cap.
  • Transmission: 6-speed, cable-actuated wet clutch
  • Final Drive: Belt

Chassis

  • Frame: Cast aluminum backbone w/ engine as stressed member & oval-section steel swingarm
  • Wheelbase: 61.5 in.
  • Rake/Trail:29 degrees/4.7 in.
  • Seat Height: 25.6 in.
  • Suspension, Front: 41mm fork, no adj., 4.7 in. travel
  • Rear: Dual shocks, adj. for spring preload, 2.0 in. travel
  • Brakes, Front: Single 298mm disc w/ 2-piston caliper & ABS (as tested)
  • Rear: Single 298mm disc w/ 1-piston caliper & ABS (as tested)
  • Wheels, Front: Cast, 3.5 x 16 in.
  • Rear: Cast, 3.5 x 16 in.
  • Tires, Front: 130/90B16
  • Rear: 150/80B16
  • Wet Weight: 555 lbs.
  • Load Capacity: 433 lbs.
  • GVWR: 988 lbs.

Performance

  • Horsepower: 85 hp @ 8,100 rpm (rear-wheel dyno)
  • Torque: 65 lb-ft @ 5,700 rpm (rear-wheel dyno)
  • Fuel Capacity: 3.3 gals.
  • Fuel Consumption: 35.4 mpg
  • Estimated Range: 117 miles

The post Harley-Davidson Sportster S vs. Indian FTR S vs. Indian Scout Bobber | Comparison Review first appeared on Rider Magazine.
Source: RiderMagazine.com

Motorcycle News, News

Harley Pan Am and Sportster S recalled for dash issue

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Motorcycle Recall Notice

Recall number – REC-005057
Campaign number – 0631
Original published date – 14 February 2022

Supplier details – Harley-Davidson Australia Pty Limited
Contact name – Harley Davidson Dealership
Contact phone – 02 9886 0600
Contact email – [email protected]
Contact website – https://www.harley-davidson.com/au/en/index.html

Harley-Davidson Pan America and Sportster S

Year range – 2021
Affected units – 515

See the VIN list: List 1 link, List 2 link.

What are the defects?

Due to a software issue related to the internal temperature of the instrument cluster, if the temperature of the instrument cluster is below 32 degrees Fahrenheit (0 degrees Celsius), the speedometer and neutral indicator may not display as intended. If this occurs an error warning message will appear to warn the rider.

What are the hazards?

If the speedometer or neutral indicator is not displayed as intended the rider will be unable to correctly determine the operating speed. This may increase the risk of an accident, causing injury or death to the rider, passenger or other road users.

What should consumers do?

Owners can contact their nearest Harley-Davidson dealer immediately to schedule an appointment to have the software updated in the instrument cluster module at no charge.

To find a local dealership, visit https://www.harley-davidson.com/au/en/tools/find-a-dealer.html

Source: MCNews.com.au

News

Harley-Davidson Sportster S | Quick local launch ride

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2021 Harley-Davidson Sportster S Quick Test

Words by Kris Hodgson, Images by Mark Watson, Incite Images

So, first chance to test ride Harley-Davidson’s new Sportster S, with a short loop from Sydney’s CBD to Hunters Hill and some photo ops along the harbour, that’s about 30 km in total so very much just dipping of the toes into the new machine as far as impressions go. Exciting stuff anyway, considering how big a move away from tradition the Sportster S is. For a full test from the American launch see Rennie’s Harley-Davidson Sportster S Review (link).

The Harley-Davidson Sportster S is a drastic departure from tradition in many ways

I’m no hardcore Harley fan either for reference, I like most types of bikes and primarily I want to know two things: how it goes and how it looks. Tradition is cool, but I’m young(ish) and not invested enough in any brand to be overly upset when there’s change. As long as a better bike is delivered, of course. I’m just a regular road rider with no major investment in any particular brand over another that rides plenty of contemporary motorcycles.

The Revolution Max brings a whole new level of power, if in a lower state of tune than the Pan America

So obviously if the tradition part of Harley-Davidson is huge for you, this may not be a helpful perspective, but here are my initial thoughts on the new Sportster S, after a fairly quick ride. Also keep in mind I haven’t ever ridden the Pan America with which it shares the Revolution Max powerplant, so this was all-new to me. Trev rode and reviewed the Pan America earlier in the year, and we will publish Wayne’s thoughts on Harley’s adventure-touring option shortly. But, for now let’s get back to the new Sportster S…

The Sportster S is still pretty iconically Harley-Davidson to my eye

At first glance I definitely see the family resemblance, it’s kind of inarguable to me on that front and I didn’t really go any deeper than that. It looks tough, it looks like a Harley, it looks like a Sportster, tick. When you flick that starter button there’s a welcome roar into life that turns into a growling idle. Not everyone’s a total victim to Euro5 it would seem…

Full LED lighting is part of the package

There’s some pretty busy switch-blocks, a traditional (non-Harley) indicator toggle and a TFT display housed in a round dash, offering a break from all the rectangular units. A mode button allows you to revolve through the Sport, Road and Wet maps too, even on the move, with a lot more settings that I didn’t have a chance to fully explore on the short local launch.

A TFT dash is also featured, keeping things simple at a glance but easily browsed through via the switchblock controls

Points of note at a glance? Beefy USD forks, Brembo brakes, forward controls, swingarm mounted fender. Jumping on board that 750 mm seat height is super inviting and the 228 kg weight is beautifully balanced, although being a cruiser – long and low – that’s the expectation, with stability and a low CoG the norm for the category. The last Harley I tested was the FXDR 114 though, and the Sportster S is much… sportier, and more accessible.

USD forks and a Brembo front caliper setup are also fitted to the Sportster S

Heading for our loop out of the city I set mode to Road and head off, the Rev Max engine produces power much smoother than I expected, but still with a gruff twinny edge. There’s a little hesitation in the fuelling opening the throttle at times, but torque comes on nicely with gear changes solidly clunking into the next gear, which I felt was fairly Harley. I give it a few minutes in Road and then switch to Sport and that hesitation in the fuelling disappears.

Dreary weather gave an idea what the Sportster S is like in the wet

I’ll also be honest, it’s been a while since I’ve ridden a cruiser and leaning the bike over to turn requires a little bit of effort before I settle into the swing of things, which is just basically me being a bit more active with the inputs and adding lean angle to turn. Interestingly at no point did I have a peg down either, and while this was a laid back quick test, I’m interested to see just how much of that 34 degrees of lean angle I can take advantage of given a nice piece of road.

Suspension had been tweaked in advance for each rider, so we weren't riding on stock settings
Suspension had been tweaked in advance for each rider, so we weren’t riding on stock settings

Suspension had been tweaked within standard adjustability for each rider and I’ve got to say I was again impressed. Sydney roads aren’t something I’d ever boast about, with mismatched surfaces, potholes, road snakes and plenty of recent rain hadn’t helped their condition.

That fully adjustable set-up however gobbled up the inconsistencies, tracking well with the HD-Dunlop rubber, with only the really big bumps getting a little harsh at the rear, which with such limited (50 mm) travel available perhaps isn’t surprising. That’s a super-premium ride quality from a cruiser, with the emphasis on ‘for a cruiser’. I didn’t experience the level of pain caused by the rear suspension that Rennie mentions in his test, but with a 30 km loop that may just not have been enough saddle time.

Full adjustability to the suspension does add to the appeal, with hydraulic spring preload adjustment at the rear

The single 320 mm Brembo front brake provided good power too to wash off speed, without any real dive in the forks, while the rear brake was definitely the weaker of the two which surprised me as atypical for a cruiser. That was another area Rennie criticised, however our test loop wasn’t long enough to really give the brakes a heavy workout as you can imagine, and the rainy conditions probably favoured the bike’s brake set-up.

The Revolution Max is a great engine, with strong torque delivery, with variable valve timing optimising performance

Dropping back a bit and accelerating up to the next rider reveals a willing burst of torque that promises much more fun on a good (preferably twisty) piece of road with no one watching, before getting onto the brakes to wash off that speed easily. Again we’re talking inner city riding here, not a race track. That said, snapping it down through the gears for decel was plenty of fun too and would be my go-to choice when not coming to a rapid stop.

The Harley-Davidson Sportster S is also an inviting machine, that should suit a wide range of riders

Probably what hit me most was just how easy the Sportster S is to ride. I’d say the older Harleys I’ve ridden were a bit agricultural with how the V-twins felt, where the Rev Max has a lighter, free-er revving feel to it that builds power quickly. A slipper clutch also keeping engine braking smooth. Being a gear or two too high didn’t cause lugging either, just smooth transitions onto acceleration and certainly in Sport mode the fuelling was spot on.

The Revolution Max actually felt like something I’d expect from Ducati, but smoother than their big twins…

I’m probably on dangerous ground here, but the Rev Max engine really feels high tech, and while some may bemoan some loss of old-school character to reach that, the performance is worth it to me, while still offering a welcome sound track when the rare opportunity appeared to open the throttle more vigorously.

I didn’t have any ABS activations, however the traction control did kick in a few times in bus lanes during pretty mundane riding

After some photo ops and the rain deciding to rear its ugly wet head, we head back to White Bay Cruise Terminal from where the day was run from. In the slick conditions riding up the bus lane (legally officer, I swear) I had a couple of moments where the rear came around a before the traction control kicked in. Someone’s been cheaping out on that bus-lane paint I’d say, as that was on a steady throttle, with no shenanigans involved, and there’d have been some heat in the tyres.

Rain mode does offer a less direct throttle response and more gentle power delivery
Rain mode does offer a less direct throttle response and more gentle power delivery

I was of course still in Sport mode which offers the lowest level of intervention, but it obviously kept things in check, for which I was grateful and then switched to Rain mode from that point and had no further issues. I’m not sure that was Rain mode actively kicking in the TC either, with the loss of traction perhaps just hitting a particularly oily patch of road…

Either way, there’s nothing like the back slowly stepping out to add some excitement to your ride, especially when it’s handled with such aplomb. Rain mode does offer a more subdued throttle connection in contrast to Sport, perfect for dodgy road surfaces or oily commutes.

Handling is fairly sporty for a cruiser too, well matched by the engine

Now this was by no means an in depth test of course, without a proper stretch of highway and more importantly some nice twisty backroads to have a fang along, however it does reveal the slickest Harley-Davidson I’ve had the pleasure of riding.

The big point of note is of course the Revolution Max 1250T, which really makes me want to test the Pan America too

That Revolution Max engine is a gem, and the general specification of the bike is very impressive, with a great ride quality, easy handling and comfortable ergonomics. Those upgrading from a Street 500 for instance are going to be in for one wicked surprise if this is the next bike they choose, while I’d say the Sportster S also really delivers on the performance side of things for your regular rev-heads.

Dual exhausts are a cool touch, while the tail looks the business but offers little in the way of protection from road spray
Dual exhausts are a cool touch, while the tail looks the business but offers little in the way of protection from road spray

With the wet weather we did discover that the bike’s lack of a rear wheel guard had a tendency to fling water (or road crud in drying conditions) up your back and even onto your helmet to a considerable degree, with the water tending to then run down your back and onto your… ass. That’s definitely not the water-cooling I expected. Adding the pillion seat accessory does add some protection there though.

Forward controls aren’t really my thing and took a minute to get used to, with a decisive and deliberate action for shifts

There was also a bit of heat making it through the well shrouded exhaust mid-pipe too, only really noticeable at a standstill when I could feel it under my thigh, with it being a fairly chill day in the 15-20 degree kind of range. To be fair we spent a bit of time in start-stop traffic which probably didn’t help there, but Rennie’s comment regarding it being an issue on a hot day in California doesn’t bode well for Australian summers.

The ‘bars and mirror setup work well, although wider mirrors wouldn’t be a miss for more field of view

The ‘bar-end mirrors were also a cool standard inclusion and offered decent vision behind, but a big head check for lane changes was very much necessary due to their small field of view, while also needing a glance down to see them. The dash was just within my field of vision with a full face helmet, so should be visible in most lids without looking down.

Overall I think Harley-Davidson are onto a winner here. The new Sportster S offers modern performance and technology which is very much the expectation and honestly I think this bike has the potential to win over many riders who wouldn’t otherwise consider a HD. That’s probably true of the Pan America too, considering they share the same impressive engine architecture.

I’m excited by the prospect of Harley introducing this engine into a wider range, the idea of the Bronx was one that really appealed to me…

The Sportster S is also well suited to those of smaller stature, and will no doubt make a great transition from a LAMS cruiser for new riders in Australia, although I’m not really sure what the next upgrade would be from there down the line, at this stage.

The TFT dash fuel meter also dropped noticeably during the test, despite not traveling a huge distance, although it’s hard to judge without a few fill-ups, keeping in mind it’s an 11.8 L tank

Australian pricing is $26,495 ride-away for the black, with premium colours adding $295 and I can’t help but wish that price tag was a bit lower. Not because I don’t think it’s worth that asking price, but because I reckon there’s a host of younger, less well off riders who could help usher in the new age of Harley-Davidson, but who probably don’t realise what HD have on offer unless they test ride the new Sportster S.

$26,495 ride-away is of course a decent chunk of change even in the cruiser world
$26,495 ride-away is of course a decent chunk of change even in the cruiser world

As it stands, my first impression of the Sportster S is of a great machine that supplants the FXDR 114 in my mind, being lighter, sportier, more high tech and offering some staggering performance, and with a more competitive price tag to boot.

For a full run-down on the new Harley-Davidson Sportster S changes in detail, check out the feature from when the model was first announced: Sportster takes a massive leap forward in performance and price.

Is the Revolution Max the best engine Harley have ever produced?
Is the Revolution Max the best engine Harley have ever produced?
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

Source: MCNews.com.au