Harley-Davidson review

Harley is known for two styles of bikes – cruisers and tourers – so it’s inevitable that they’ve occasionally attempted to blend both, usually by adding panniers and screen or fairing to one of their cruisers. Some have worked, others less so. One of the first was the 1990s Low Rider Convertible, which was practical… but ugly. The more recent Sport Glide has style and panniers but also little weather protection and Harley’s smaller ‘Big Twin’. But the new Low Rider ST is probably its best effort yet. The big-engined Low Rider is a decent starting point with 117ci, 105bhp and decent suspension and brakes. The added FXRST, frame-mounted fairing is big enough to be effective yet is cut down and still looks mean; the panniers are just big enough to be useful and the whole ‘blacked-out’ look is integrated, minimalist and appealing. The sum total is the best, and most effective Harley ‘touring sport cruiser’ yet. It’s just a shame there’s no pillion (as standard).

On first impressions the single, low bucket seat, stretch forward to flat wide bars and minimal, cut-down screen hardly screams ‘comfort’ but in reality, it’s better than you expect. Yes, it’s quite a reach for your arms (so shorties should beware) and the footpegs are quite high (and there are no additional ‘highway’ pegs which would be welcome, although they’re probably available as an accessory) but it’s more than tolerable on the move and even motorway speeds can be maintained, despite the lack of much of a screen. On the slight downside, the single bucket seat restricts much wiggling around and the riding position and ‘Softail’ rear end means potholes can jar massively. Overall, though, for a stylish big Harley it’s better than many but if you want true luxury Harley touring comfort, you’d be much better off with a Glide.

Again, far better than you might expect. Our main test ride took in 100 miles of A-road, A1 and much of London’s North Circular and the ST took it all in its stride. Motorway miles were gobbled up in reasonable comfort; traffic was wriggled through as best as a long, heavy, be-panniered (they are quite slim) bike can and most of it was enjoyable. That said, although significantly more practical than, say, the hot rod Low Rider on which the ST is based, this is still a precious cruiser you’d be mad to commute on year-round; as mentioned before there’s no pillion provision as standard; the panniers only have minimal capacity; there are no modern electronics or creature comforts and, overall, this is still a heavy, clunky, lump of American iron. But if you want a ‘practical’ lump of American iron, the ST’s one of the best.

‘Four out of five? For an old school big twin Harley?’ Yes, we know what’s you’re thinking... The ST remains one of the dying breed of Harleys and although fitted with the latest ‘Milwaukee Eight’ (meaning liquid-cooled four-valve heads), its motor is still very much a fairly archaic air-cooled, pushrod, 45º V-twin that occupies a wholly different era than, say the latest Ducati Multistrada V4. That said, with the larger 117ci (1923cc) version of the engine, which produces a decent 105bhp along with 124ftlbs of torque, it’s the best currently available and no slouch – at least in the context of these sorts of bikes. Braking-wise, sure, there are no dinner plate discs, latest Brembo radial calipers or cornering ABS, but, as a sporty ‘big twin’ Harley it’s again decent in its context with twin front stoppers – although there’s still so much weight to haul up, the addition of the rear comes in handy more often than not!

You’re probably seeing a theme emerging by now – the ST may be classic, old, air-cooled Big Twin so, in truth, occupying a different performance planet than many truly modern machines, but it’s done so well it’s worthy of a decent rating, as long as taken in context, for its performance, handling and so on… The Low Rider ST, as its name gives away, is a low-slung cruiser with Harley’s short-travel ‘Softail’ rear suspension – a hidden monoshock designed to look like a custom hardtail. That, in itself, is no bad thing and, combined with decent, 43mm, inverted front telescopic forks gives an adequate ride and practicable handling. There are slight compromises, however. The kicked-out cruiser front end with 145mm of trail means the ST’s long with relatively slow steering; enthusiastic cornering finds the pegs grounding out fairly early and the short-travel rear shock bottoms out over potholes, jarring the rider’s spine. But again, for this sort of bike, the ST’s better than many.

‘Big Twin’ Harleys remain prized, luxury, premium machines with little consideration for low running costs and the same remains true of the new Low Rider ST – but there are compensations. Although its launch price is a fairly hefty £19,995 (in black, colour versions edge over £20K), which, incidentally, is £2700 more than the smaller engine and fairing-ed but otherwise fairly similar Sport Glide, Harley residual are among the best. Although 1900cc+ it’ll happily return over 50mpg and, although 105bhp, its hunger for consumables such as brakes pads will be low – plus it’s belt not chain drive. On top of that, most owners are only likely to do low miles.

Harley’s ‘Big Twin’ 45º push-rod V-twin, which dates back to the first ‘Evo’ of the early ‘80s, may be fairly archaic in its basic architecture but is also about as developed and proven as motorcycle engines get, plus it remains simple and solid so there should be few mechanical concerns. Quality is generally good, too – if a little on the hefty, solid side. While any concerns about that ‘Made in Thailand’ aside (introduced when HD built a factory in Thailand to side-step a recent EU-USA tariff battle) should be allayed with the knowledge that in effect broken down bike kits are transported from the US to Thailand then ‘assembled’ at the latter.

The warranty on the Harley-Davidson Low Rider ST is Harley’s usual – and fairly industry-typical – two years/unlimited mileage covering all parts and labour. The Low Rider ST’s service schedule is the same as all current ‘Big Twin’ Harleys and fairly straightforward in requiring a basic break-in oil and filter change at 1000miles followed by major services every 10,000miles, although some recommend interim services at 5000 miles as well. Being an accessible, fairly simply, twin cylinder design cost isn’t excessive and much of it can be done at home, although you need to check this doesn’t invalidate your warranty.

The Low Rider ST is a fairly minimalist, pared back ‘hot rod’ that’s also equipped with its definitive frame-mounted fairing and twin panniers so, those two latter items aside, you should expect much by way of luxury – ‘cos there isn’t. There are no electronics except for basic ABS, no comforts by way of heated grips, adjustable screen or even a twin seat and the instrumentation is about as minimalist as it gets, too, comprising only a miniscule, reversed LCD digital panel located in the top handlebar clamp. But you know what? That’s all it needs, it’s part of the whole style of the bike and the ‘dash’, with its switchable fuel gauge, clock, speedo, odometer etc, displays all the information you actually need. A rear seat and matching pillion pegs would be nice, though…

If you want a ‘hot rod’ style Harley but would like some extra practicality and long-distance ability, the ST is Harley’s best effort yet. It’s got bags of style and charisma, is unquestionably cool (far more so than older attempts such as the Low Rider Convertible), has better performance than most and is actually pretty comfortable and practical. It may be over £2K more expensive than the similar (but slower and less protective) Sport Glide but it’s also a fresh (and much cheaper) alternative to omnipresent ‘baggers’ such as the Street Glide.