![]() ![]() ![]() ![]() It’s like that extra 55cc has taken the Low Rider over a threshold that the rear Michelin Scorcher is not as well equipped to handle. This is hardly empirical evidence but there is a clear difference. As well as this, if the surface is grippy the front will come up and that’s something you just don’t experience on the smaller-capacity cruisers. The 117ci donk is the largest in a production Harley-DavidsonĪ handlebar-mounted instrument cluster to replace the previous tank versionīeing less than delicate with the clutch on a 107 cubic-inch Harley may return a small chirp from the rear tyre, the same action on a 114ci propelled cruiser will have you wheel spinning off the lights for a good couple of metres if the surface be right, but on the Low Riders S the 180 section rear tyre will light up and stay lit up until you pull second which is met with a nice little chirp. However, it was my penchant for green-light-launches and dumping the clutch out of slow corners that showed the truly noticeable difference. I will say that without a back-to-back test, I didn’t really notice an improvement in plodding around in town or hooking along the highway. Power has increased from 70kW to 77kW at 4750rpm – but that’s not particularly noticeable because you don’t rev a V-twin – so you’re more likely to notice the torque of the 117 which has increased from 155Nm at 3000rpm to 169Nm at 3500rpm. The three cubic-inch increase doesn’t sound significant, but the extra power, and especially the extra grunt, drags the Low Rider into a new level of performance that makes a really noticeable difference. Previously the domain of Harley’s high-end and high-dollar CVO models, the fitment of the 117 means that the Low Rider S and its bagged and faired Low Rider ST sibling have the biggest donk available in a production Harley. In 2020 that increased to 1868cc with the addition of the Milwaukee-Eight 114 and for 2022 the capacity has blown out to 1923cc with the fitment of the biggest Milwaukee-Eight yet, the 117. Since the release of the Softail-based version, the yankee machine has seen an incremental increase in engine capacity with the 2018 Low Rider fitted with the then all-new 107 cubic-inch (1746cc) Milwaukee-Eight powerplant. ![]() I walked away from the event mightily impressed with the new-generation Low Rider, it’s a better-handling, better-braking and faster motorcycle, yet losses next to none of the character or classic Harley hot-rod style of the Dyna Low Rider. I hadn’t ridden a Low Rider of any flavour since the demise of the beloved Dyna until I had the opportunity to ride the 2022 Low Riders S at the launch of Harley’s ST range in Bright, Victoria. But gone was the twin-shock rear suspension and the Evolution engine, replaced by the monoshock rear end, Softail frame and the firm’s Milwaukee-Eight engine. I was one of them, because I loved the Dyna Low Rider with a full heart – I reckoned back then that the Low Rider was the best model in the Motor Company’s range. The extinction on the Dyna back in 2017 brought metaphorical tears to the eyes of Low Rider lovers. If you’re still sooking, the latest Low Rider S will dry those eyes. Tears were shed when the Dyna Low Rider S was replaced by the Softail-based Low Rider in 2018. ![]()
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