Harley-Davidson Nightster 2023 Review

I like Harley-Davidson’s new way of classifying its motorcycle range, leaving behind the families and ‘alphabet soup’ of the past and simplifying the taxonomy into five simple categories: Sport, Cruiser, Grand American Touring, Adventure Touring and Trike.

A long overdue process which makes much more sense to ‘sell’ the message, particularly to potential customers. And the category we are going to focus on today (sounds like a quiz show…) is Sport and the all-new Nightster V-twin.

UPDATE:

With the retirement of the old air-cooled Sportster range, the single-seat Nightster ($23,995 ride away) and its larger-capacity Sportster S sibling have now taken over the mantle as the Motor Company’s sporting fare – and the gulf is simply night and day in terms of output, handling, and power- and torque-to-weight ratios.

Of course, in favour of the lively new hardware, the Nightster's liquid-cooled Revolution Max T powerplant is a crackerjack, producing 90hp/95Nm in a package that weighs just 218kg (wet).

Performance is definitely the standout part of the equation, which is simply where it has to be in a category which boasts competition on all fronts, including the Japanese (Honda CMX1100) and British (Triumph Bonnevilles). And let’s not forget some models from Harley’s own cruiser range, such as the Softail Standard.

And, just as an aside, a quick search through the Bikesales editorial archives revealed another Nightster was released by H-D in America 15 years ago – a custom bobber version of the XL1200 Sportster. It didn’t reach Aussie shores.

But back to the present! The Revolution engine, which is used as a stressed member in the new steel trellis frame, is a sleeved-down version of the mighty 1252c Sportster S donk, with the T standing for Torque. It’s refined, smooth, likes to rev (the short-stroke design helps there) but still has buckets of low-down grunt that Harley purists will love.

There are multiple riding modes – Road, Sport or Rain – with output, power delivery, traction control and engine braking automatically adjusted in each of them.

For commuting Road mode is best as Sport is a little snatchy, but once the tempo starts to build Sport is the way to go.

In Road mode and first gear, commuting on grid-locked Melbourne streets proved to be a relatively painless exercise, especially with the sweet-shifting six-speed – a long way removed from the long-throw Harley Sportster boxes of old. Just watch the bar-end mirrors when you’re lane filtering.

The span-adjustable clutch did become a little stiff about the same time as my right hand started to go numb – the vibes aren’t obtrusive but they obviously make their presence felt.

Cruiser ergonomics involving forward-set pegs have never really been a favourite of mine, although the Nightster is quite comfortable. I could do with a little more bend in the arms, especially at speed, but generally this ride scores a big thumbs up – and the scalloped seat’s a beauty.

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Riding the Nightster at low speed also reinforced how Harley-Davidson has centralised the mass and kept everything low – the 11.7-litre fuel cell is a prime example. It sits under the seat (opened with a key), while the traditional fuel tank is now the airbox cover. However, in a nod to Sportster heritage, the round device on the side of the engine is meant to mimic an air filter. Clear as mud?

Using the engine as stressed member on the new trellis frame has not only helped to keep the weight down on the Nightster, but it’s added a contemporary flair that allows it to produce a much wider body of work than the old Sportster 883, for example, could ever manage.

Quite simply, the Nightster delivers the most sustained enjoyment I’ve ever had on a Harley, albeit with special mention to riding a Breakout in the twisty mountain passes above LA on a Softail launch in 2018.

It turns well, holds a beautiful line and is exceptionally stable. The skinny 150-section 16-inch rear tyre is a major reason behind hits poise, with little resistance from the 100/90-19 front tyre. The hoops are Dunlop D401s, wrapped around cast-aluminium satin black wheels.

A single disc on the front may raise some eyebrows, especially on a bike that has healthy doses of chutzpah, but it keeps unsprung weight down and is surprisingly effective at keeping all the tempo in check. The rear brake does its job, certainly in terms of settling the Nightster through turns, from roundabouts to more open, faster fare.

The suspension, although the low-tech part of the chassis package with a 41mm non-adjustable Showa fork and twin preload-adjustable shocks, does a great job to keep in sync with the Nightster’s cornering smarts – all enhanced by decent ground clearance.

The Nightster’s performance is beyond reproach, but the fit and finish is underwhelming. The left-hand side of the engine is messy, particularly a wiring harness which has just been taped and plonked next to the radiator fan.

And, with less than 1000km on the demo unit, there are already traces of unsightly rust appearing in a small well inside the end of the muffler, while wear marks on the inner tubes of the shocks aren’t a good look.

The left-hand bar-end mirror also worked itself loose, and I just saved the nut before it fell off.

There may be a budget element to it, but the Nightster is seriously impressive – I’m a sucker for refinement, especially in terms of chassis, engine and performance.

Although it’s technically now the ‘entry-level’ part of the Harley sporting wing, that moniker doesn’t sit well with me – it’s much more than that as an enterprising and industrious all-rounder which is a hoot to ride.

That alone demands that it’s worth a look, even if you’re wedded to another brand. A test ride may recalibrate your thoughts.

ENGINE
Type: Liquid-cooled, eight-valve V-twin
Capacity: 975cc
Bore x stroke: 90mm x 66mm
Compression ratio: 12.1:1
Fuel system: Electronic fuel injection

PERFORMANCE
Claimed maximum power: 90hp (67kW) at 7500rpm
Claimed maximum torque: 95Nm at 5000rpm

TRANSMISSION
Type: Six speed
Clutch: Wet, multi-plate
Final drive: Belt

ELECTRONICS
Rider aids: ABS, traction control, drag-torque slip control
Modes: Road, Sport or Rain

CHASSIS AND RUNNING GEAR
Frame: Steel trellis
Front suspension: Showa 41mm fork, non-adjustable 114mm travel
Rear suspension: Twin shocks, adjustable preload, 76mm travel
Front brakes: 320mm disc with four-piston Brembo caliper, ABS
Rear brake: 260mm disc with single-piston Brembo caliper, ABS
Tyres: Dunlop D401 – 100/90-19 front, 150/80-17 rear

DIMENSIONS AND CAPACITIES
Claimed wet weight: 218kg
Seat height: 705mm
Wheelbase: 1524mm
Fuel capacity: 11.7 litres

OTHER STUFF
Price: $23,995 ride away
Colours: Vivid Black, Gunship Gray or Redline Red
Test bike supplied by: Harley-Davidson Australia
Warranty: 24 months/unlimited kilometres