Harley-Davidson Street Glide and Road Glide (2024 – ) review

The bagger format was originally defined by the 2006 Street Glide and its chopped down Electra Glide ‘Batwing’ fairing, this followed by the Road Glide and its larger frame-mounted fairing. Both were huge hits but Harley buyers are a traditional bunch so little changed from that point until now, changes to styling, powertrain and specification therefore big news. These new models take their inspiration from the limited-edition Custom Vehicle Operations (CVO for short) Street Glide and Road Glide launched in 2023, their sharper styling, lighter handling, big-screen TFT displays, more sophisticated variable valve timing motors and fancy trim levels sending prices the wrong side of 30-grand. The arrival of these ‘regular’ Street Glide and Road Glide models brings much of the above to the showroom for nearly £10,000 less.

Although both models are lighter, pokier and with all-new instruments and switchgear from the rider’s eye little has changed. Which for bagger traditionalists is a good thing. The seat is low, the riding position upright and comfortable with roomy footboards instead of pegs, and the view ahead over the low screen unrestricted yet with a decent amount of protection from the fairing. Which is where the two models differ. The Street Glide, with its lower handlebars and smaller, handlebar-mounted fairing, comes over as the ‘cuter’, less cumbersome machine. The Road Glide meanwhile feels roomier, larger and more lavish, and will probably be preferred by taller riders and those regularly doing longer distances, especially two-up with a pillion.

A £25K+ Harley is never going to be as practical in the UK as, say, a middleweight all-rounder such as Yamaha’s Tracer 7 but, in the right context, they have a lot going for them. The popularity of the Street and Road Glide has been down to their blend of comfort with style, and, in the wide-open plains of the USA, that adds up to a lot of practicality. There’s comfort for two, luggage space, infotainment via Bluetooth connectivity, cruise control and options such as heated grips. What’s more, these uprated versions are now significantly lighter, so easier to handle around town and brisker, too. Sure, they’re both too precious for year-round commuting but if you’re after gentle, stylish, comfortable travel, they’re more than capable.

Although both are derived from the CVO versions launched in 2023 and their traditional air-cooled V-twin engines appear unchanged, they’re actually subtly different – as are their brakes. Both use a new 117 cubic inch (1,925cc) version of the current ‘Milwaukee Eight’ 45-degree V-twin where the CVOs had the 121 cubic inch (1,977cc) version with the variable valve timing. Different heads with a new liquid cooling system along with a revised intake and airbox set this 117 apart from that in the Breakout as well. The result is 107 horsepower and 175Nm, which is a little down on the CVOs’ 115 horsepower and 183Nm but significantly up on the 93 horsepower of the 114ci (1,868cc) unit in the old Street and Road Glide. This, combined with a significant weight saving of 8.2kg for the Street Glide and 7.3kg on the Road Glide also contributes to a noticeably peppier performance with no apparent penalty in fuel consumption. There are also three switchable riding modes – Rain, Road and Sport – for the potential to go from traditionally lazy and characterful cruising to something a bit more sprightly if the mood takes you. Braking-wise it’s subtly better than the old, too, thanks lighter four-piston front calipers with cornering ABS. If not as blingy as the Brembos on the CVOs they’re more than up to the job.

Another area of improvement – if only subtly. The Showa suspension units front and rear have also been upgraded (although only the rear twin shocks are preload adjustable) and also have more travel. In isolation it’s difficult to detect any difference but, for the most part, that’s fine. Both ’Glides deliver a regal, laid-back cruising/touring experience with only the occasional jarring thump through the seat over potholes or speed bumps. Meanwhile out in the twisties the reduced weight means they are equally willing to be thrown around until their foot boards ground out, with enough steering precision and predictability to be decent fun. Of the two, the slightly smaller, cuter Street Glide seems the more willing bike to chuck around thanks to a more immediate steering connection, but there’s not really that much in it.

As you might expect, the day to day running costs associated with a high-end, big-capacity Harley are never going to come cheap but, as we’ve mentioned before, once you’ve got over the initial purchase price, insurance costs and so on, nor are they as bad as you might think. With just over 100 horsepower this is no performance machine with the hunger for consumables such as tyres and brake pads that goes with it. Fuel consumption around the 60s is unchanged from before and there’s a durable belt drive in place of a chain, so little to fear there, either.

Even with the advances in tech and performance the new Road and Street Glide essentially use long-proven engine layouts, chassis and equipment so we’ve no reason for concern. Harley’s overall reliability record is pretty solid, too. So, despite the extra power and torque, the new cooling system, lighter overall weight, new TFT dash and so on we reckon reliability should be good.

The new Harley Street and Road Glide are, fairings apart, essentially identical, so they get the same warranty and servicing deals, too. On top of that, although revised, enlarged and more powerful, the V-twin is proven so gets the same 5,000-mile or 12-month service schedule. Warranty-wise, they both also get Harley-Davidson’s usual two-year/unlimited mileage, manufacturer-backed guarantee, covering all parts and labour.

Although baggers are nominally ‘chopped down’ versions of full-dress tourers and these are, in essence, cheaper and more basic versions of the previously launched CVO versions they still want for little. Though, inevitably, if you do want more there are plenty of accessories to choose from. The huge new TFT dash and accompanying fresh switchgear is simply phenomenal, customisable and lacks little. The standard infotainment system with radio, stereo system, Bluetooth connectivity for your phone and sat-nav is all controllable via the touch-screen and truly impressive. On top of that there are four riding modes, useful cubby hole, cruise control, decent hard panniers … the list goes on! The only quibble having tested it in winter is that heated grips aren’t standard!

Harley’s bagger duo has always had a lot of appeal, meaning they’re not only the brand’s best selling model over in the US but also America’s best-selling bike with a whole class of imitators. These new significantly updated versions only add to that appeal in every respect, in the sense they go better, handle more assuredly, look slicker and are more generously equipped. Even more impressively they are also cheaper than the outgoing models, the Street Glide’s starting price of just under £27,000 a full grand less than its predecessor while the Road Glide’s £27,795 represents a saving of £500. This with the improved style, extra performance and extra tech make it a no-brainer!