Rennie Scaysbrook | May 30, 2022
Harley-Davidson takes its Low Rider S and transforms it into a travel-happy West Coast cruiser.
Photography by Ryan Nitzen and Rennie Scaysbrook
The booming West Coast bagger scene has been carefully watched by the bosses in Milwaukee. The Dyna and FXR riders that proliferated Huntington Beach on a Saturday night have essentially created their own genre of modified Harley’s by adding bags and large frame-mounted front fairings to the mix, all paying homage to one of Harley’s all-time models in the 1986 FXRT.
With the Dyna gone, attention has moved to the Low Rider S platform that has seen an all-new model debut for 2022. Or, rather, two new models in the S and this Low Rider ST, one that aims to bridge the gap between bagger-equipped Dyna and FXR riders and Harley’s current production lineup.
VIDEO | Harley Davidson Low Rider ST Ride Review
In creating the ST, Harley-Davidson have essentially taken the Low Rider S and thrown a screen and bags at it. It’s got the same engine and chassis specs, so beneath you sits the 117 c.i (1917cc) Milwaukee-Eight V-twin, which is the largest production motor Harley makes for sale to the general public.
H-D is quoting 125 lb-ft of torque at 3500 rpm for the ST’s beating heart and it’s mated to a beautifully smooth initial throttle response that does a remarkable job of metering the level of torque in a precise fashion.
You can rev the big twin out if you wish but there’s really no point as the best performance is found between 2500-4000 rpm, at which point the torque begins to taper off. There’s also 105 horsepower on tap, which Harley says peaks at 5020 rpm, so jamming the throttle open at anything from low-speed canyons to highway speeds is met with instant thrust. There’s no rider aids here—no TC, no variable rider modes—but the way in which the Milwaukee-Eight delivers its performance, one has to really question if they are required.
The motor is mated to your standard six speed gearbox with sixth being an overdrive for highway fuel mileage and, truth be told, I hardly ever saw it flash up on the miniature digital dash mounted to the handlebar cross brace. The gearbox action is vastly improved from the last Low Rider I rode about five years ago and gives the machine an enhanced quality feel earlier Low Rider S models lacked.
The ST runs a single rate front spring compared to the triple rate spring on the Low Rider S to help maintain chassis composure with an extra 50 pounds lugged onto the ST. I haven’t ridden the Low Rider S so I can’t compare the two but from the ST, I found the ride just on the right side of stiff, a good thing as most Harley’s I ride simply don’t have enough support for fast riding with the fork often plunging through the stroke under braking.
The ST loves canyon backroads and will be a happy companion when it comes to long sweepers. Point where you want to go and the chassis takes you there, although the weight of 720 pounds ready to ride, and the wheelbase of 63.6 inches dictates that quick changes of direction are not this bike’s forte.
However, the star of the Low Rider ST show is fitment of the fairing and bags that take this pretty bare-bones Low Rider S and turn it into something resembling a touring cruiser. The FXRT-inspired fairing isn’t quite a straight swap on the ST, as the massive screen on that 1986 original has been turfed for a stumpy little number that, at least for my money, is just a touch too short to avoid the dreaded helmet buffeting at anything north of 60 mph.
Harley produces a 10-inch light smoke screen that might solve this problem as part of their massive 820 parts accessory catalog for $200, but our test bikes were not equipped with any accessories other than the Rockford Fosgate system.
The fairing comes with three slots to increase airflow, but these are non-adjustable, and the odd placement of the center vent combined with the slightly too low screen for my six-foot frame gave an odd double buffeting effect on my Arai. If these vents were closeable, it would at least give the rider the option of tailoring the wind buffet somewhat, so perhaps this is something Harley will look into for future ST models.
Inside the confines of the expansive and very good-looking fairing sits the most minimal dash I can think of for a production motorcycle since digital dashes became a thing god knows how many years ago.
The cluster gives only remaining fuel, speed and time, with a smaller gauge underneath possessing all the required stuff like turn signals, high beam, check engine light, tire pressure warning, etc. And you know what? I absolutely love it.
I can’t remember the last time a dash design so perfectly fit a bike’s aesthetic. Harley’s designers need a pat on the back for this, although if there is a criticism it’s the dash can sometimes be hard to read when the sun is behind the rider’s back.
If you go for the $999.95 Rockford Fosgate audio system that houses a pair of 5.25-inch woofers and two remote tweeters, the speakers mount either side of the fairing but are tucked neatly away so you’ll hardly notice them. The system booms plenty loud, enough that you’ll hear your music clearly at 60 mph (so will everybody else for that matter), but as the dash is minimal at best, all the commands are done via Harley-Davidson Audio app on your phone. This can be annoying unless you’re good with using your phone while it’s in your pocket; it’s quite difficult to raise or lower the volume of the speaker system.
You can alleviate this issue by purchasing an aftermarket Bluetooth command system that mounts to the handlebar, but then you’ll be ruining the clean look that comes from the factory. Over time, I found by placing my phone a certain way in my pocket I could change the volume easy enough, so gradually this became less of an issue.
The Low Rider ST gets a deep-dish seat with a pretty tall back that slots the rider into place well, but the slouchy position I found myself in while on longer rides, thanks to the footpeg position, was in the literal sense a pain. I’d like a taller seat while having the ’pegs a bit closer so the seating position is more sporty and less cruisy. This would alleviate some of the pressure on my lower back. For short rides, this position is fine, but longer rides were far from comfortable. The seat padding does tend to sink after 40 minutes or so on board, so perhaps harder cushioning would be in order for my ST.
If you are going to travel, however, you’ll be glad you’ve got cruise control and the 53 liters of combined storage capacity on the ST. These are integrated well into the aesthetic and take the best part of 15 seconds to remove via the knob on the inside of each case, but if an ST permanently resided in my garage, they’d never be taken off.
I profess to not being much of a bagger guy, but the longer I spent on the Low Rider ST, the more I enjoyed it. Simple things like my phone easily pairing with the bike each time I turned on the ignition, to the way the chassis loved long, high-speed sweepers, to the angry look inspired by the ’86 FXRT, this is a bike that genuinely grew on me. Harley’s done a real good job with this one. CN
2022 Harley-Davidson Low Rider ST Specifications
MSRP: |
$21,749 |
Engine: |
4-stroke, V-twin |
Valvetrain: |
4-valve |
Cooling System: |
Air/oil |
Power: |
105 hp at 5020 rpm |
Torque: |
125 lb-ft at 3500 rpm |
Displacement: |
1917cc |
Bore x stroke: |
103.5 x 114.3mm |
Compression ratio: |
10.2:1 |
Fuel system: |
EFI |
Exhaust: |
2-2-2 |
Transmission: |
6-speed |
Chassis: |
Steel tubular |
Front suspension: |
43mm inverted cartridge fork, single-rate spring, non-adjustable |
Rear suspension: |
Monoshock, spring preload adjustable |
Front brake: |
4-piston caliper, ABS |
Rear brake: |
2-piston caliper, ABS |
Front tire: |
110/90 B-19 in. |
Rear tire: |
180/70 B-16 in. |
Wheelbase: |
63.6 in. |
Seat height: |
28.3 in. |
Fuel capacity: |
5.0 gal. |
Weight (curb, claimed): |
720 lbs. |