Harley-Davidson Heritage Classic (2025 – ) review

An update of the Softail generation first launched in 2018, this/As before this latest Heritage Classic is a lightly modernised twist on an iconic Harley look. With its classic low-slung stance and simple screen at first glance it’s something straight out of the 50s, though look closer and you’ll see the lights are modern LEDs and within the tank-mounted speedo lurks a small LCD display and cluster of warning lights beneath. That and the switchgear are about the only intrusions of modernity, though under the skin the changes for this 2025 model year version are more extensive thanks to the arrival of modern rider electronics like cornering ABS and traction control, Drag Torque Slip Control and tyre pressure monitoring. If the trad look is the Harley of your dreams it’s still hard to fault, the only real aesthetic faux pas being the replacement of the previous twin pipes with a fake two-into-one exhaust trim piece, behind which the real system and the new ‘upstream’ catalytic convertor lurks. File under ‘necessary evil’ on that score.

Classic Harley, as you’d expect of course! The broad saddle beneath which the hidden suspension system lurks places you low on the bike, the natural man-spread around the tank and feet-forward position on the boards instantly relaxed and comfortable. The raised bars are a stretch, and it’s clear this is a bike built to accommodate those of a larger build than your six-foot tester but it’s still comfy. While there’s nothing for the pillion to lean against, and the rear seat is somewhat less luxurious than the rider’s, they can at least hook their legs over the panniers to stop sliding off the back and, if not a two-up tourer, it’s viable for sociable day trips with A.N. Other.

The sheer size and weight inevitably count against the Heritage Classic in practicality terms, even if the low-slung stance makes it easier to paddle about than a tall, top-heavy adventure bike. We did a bit of everything on the bike, from long days out to the daily commute. While the latter is unlikely what many owners would use it for and it’s far too precious to daily it coped surprisingly well here! Sure, you’re not going to be cutting through traffic as you would on a smaller bike but the panniers aren’t so wide as to limit filtering as they would on an equivalent bagger or full dress tourer. The screen helps take some of the drudgery out of motorway stretches as well, though there’s nothing more to hide behind and our riding jeans got drenched when caught in an unexpected late summer shower. At least the lockable panniers meant we were able to carry a change of clothes, these being big enough for a weekend away if not, perhaps, a full roadtrip.

Because ‘murica engine capacity is listed in cubic inches, the 117 in the Milwaukee Eight’s designation equating to 1,923cc and up from the 1,868cc of the previous 114. Peak output has actually dropped a fraction to 91 horsepower in Harley’s mellowest ‘Classic’ tune but the mighty 156Nm of torque now comes in 500rpm sooner, the Heritage Classic boasting a suitably muscular power delivery more than capable of shrugging aside the 300kg-plus weight. While it’s happy hauling from town speeds in fourth, the single-cam, eight-valve motor (clue in the name and all) is happy revving out as well. OK, it’s no Honda in that respect and you’re done by 5K. But there’s more to play with than you might have expected, and you don’t necessarily have to short-shift everywhere to ride the torque. Braking is somewhat less impressive, given there’s only the single disc up front. Sure, there’s cornering ABS and a hefty rear brake actuated by a car-like foot pedal you’ll come to rely on more than you would on a conventional bike. But even with that the Heritage Classic takes some stopping, and you need to plan ahead when it comes to slowing the beast down.

The Heritage Classic looks fantastic and has all the Harley vibes when it comes to the powertrain but our expectations were set to realistic for how it would handle along a classic Yorkshire road popular with TT wannabes on sports bikes. OK, we weren’t going to be troubling them. But for all the size, weight and cruiser-like stance the Heritage Classic isn’t the boat anchor you might have feared in the twisties. Sure, you take your time, inputs are deliberate and your distance from the front tyre limits your connection with its grip levels. But the suspension does a decent job of soaking up the bumps, even with limited rear travel. And while there’s no active this or adjustable that the damping has a level of smoothness and sophistication you might not have credited. While we were hardly giving it full send nor did we once grind the boards in tighter corners, either. Which either suggests commendable restraint/lack of commitment on our part or more ground clearance than the looks hint at.

Obviously, the Heritage Classic costs a bomb to buy, the lovely two-tone paint pictured here adding another grand and a bit to the price before you even hit the options and accessories. But nobody would expect any different, and with the typical low-mileage high days and holidays usage pattern a bike like this should hold its value well, which will help finance costs. With the best part of two litres of air and fuel combusting noisily between your legs you’ll be stopping at filling stations quite often as well. But at least belt drive saves on maintenance costs to a degree.

For all its size and power the Milwaukee Eight engine is relatively understressed, and every component on the Heritage Classic feels suitably over-built and hefty. Drivetrain included. While it’s been through various evolutions this generation of big-twin is well proven now as well, and if there were any inherent weaknesses we’d have heard about them by now.

A typical two-year manufacturer warranty comes as standard, with the cost option to upgrade to five years of unlimited mileage cover if you wish. This also includes roadside assistance for added peace of mind. Service intervals are every 5,000 miles or annually, which is probably more than enough for the kind of use most get.

If you want big TFT screens and fancy tech you’ll need to look elsewhere in the Harley range, though saying that the 2025 version of the Heritage Classic has had a big upgrade on that score with the arrival of rider modes, cornering traction control and ABS and more besides. None of this (thankfully) intrudes on the authenticity of the trad style, though the rider modes do offer a noticeable difference in throttle response through Rain, Street and Sport settings. Cruise control is also standard and we liked the simplicity of the switchgear, which will come as a blessed relief compared with the crowded handlebars of most modern motorbikes. Our only gripe was the separate buttons for the indicators, it sometimes being tricky to reach the right hand one while twisting the throttle. Lockable panners – or saddlebags in the correct Harley parlance – are welcome and, like the screen, removable if you want to run your Heritage in a cleaner configuration.

If you want a Harley-Davidson you’ll buy a Harley-Davidson, the Indian Super Chief the only really viable alternative, the (much cheaper) Royal Enfield Classic 650 perhaps the closest you can get if you prefer your trad bike inspiration from this side of the pond. For its mix of unexpected usability and classic style there’s something very likeable about the Heritage as well, and we were pleasantly surprised at how capable it was once you factor in the inevitable size and weight. Most of all it’s just huge fun to ride. Not everyone will dig the image. But if you’re going to do a Harley you may as well do it properly.