2022 Harley-Davidson Sportster S Review

The 2022 Harley-Davidson Sportster S arrives at a time when the iconic Milwaukee brand is straying further from its traditional path than ever before.

After years of declining sales, the Motor Company decided it needed to change things up, and the 2022 Harley-Davidson Sportster S, and its Revolution Max engine, were part of the new plan.

But, unlike H-D’s other new radical models, the Pan America and the LiveWire, the Sportster S isn’t a totally new creation. It is a continuation of the popular Sportster line of bikes and maintains plenty of rebellious Harley spirt. That said, it plays a very different tune to its predecessors, and it's unlike any Harley before it.

So, does it hit the right notes? Let’s take a closer look.

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Before we continue, a quick history lesson. The Sportster moniker dates back to 1957 when the original XL model was released. That bike evolved from the Model K series of bikes. All Sportster models since have been given the XL designation.

In 1986, a new engine platform dubbed Evolution was introduced for the Sportster line, replacing the original Ironhead powerplant. The Evolution received many updates over the years, but the platform more or less remained in place until the Revolution Max arrived in 2021.

The Sportster S effectively continues the Sportster line and replaces outgoing models like the Forty-Eight, Iron 883, and Iron 1200, but it is a big departure from the traditional XL format. Some have compared the new bike to the old V-Rod; albeit with more sporty performance.

Along with the Pan America, the LiveWire, and the new Nightster, the Sportster S represents a time of significant change for H-D. It’s traditional V-twin cruisers and tourers are still there, but these new machines are an attempt to capture new markets. Time will tell if the gamble pays off.

The Sportster S is powered by H-D’s Revolution Max powerplant, which debuted in the Pan America and also features in the new Nightster. In Sportster guise, the 1252cc liquid-cooled 60 degree V-twin puts out 90kW and 127Nm. While the power output is lower than the Pan America (the torque figure is the same) both peak figures arrive earlier in the rev range.

Power is delivered to the rear wheel via 6-speed transmission, wet multi-plate slip assist clutch, and a belt with an 80/34 ratio. The bike also features electronic sequential port fuel injection.

Suspension is handled by a 43mm Showa inverted fork and a Showa linkage-mounted piggyback shock. Both feature compression, rebound and spring adjustment. And the Sportster is also fitted with Harley-branded Dunlop GT503 hoops front and rear.

Other key stats include a rider-friendly seat height of 755mm, a 14-litre fuel tank, 90mm of ground clearance, a 228kg dry weight, and of course the $26,995 ride away price tag (the price was $26,495 when we filmed the video, but it has been adjusted since).

Straight off the bat, the Sportster S looks the business. It adopts styling cues from dragsters, flat-trackers, and bobbers, and looks both menacing and classy at the same time. It certainly stands out and will turn more than a few heads on the road.

Hopping aboard felt a little alien to me, however, and I imagine other riders will feel the same. The reason is because of the strange ergonomics – the footpegs are forward mounted, but the ‘bar also requires you to reach forward (especially for those with short arms). Luckily, the bike is otherwise pretty comfy, with a plush seat and a user-friendly 755mm seat height.

On the road, the first thing that springs to mind is how good the engine is. It offers a lot of punch in the Sportster format, and will beat most vehicles off the line (maybe why the launch in December included a makeshift drag strip). What’s more, the Sportster presents plenty of torque right through the rev range, meaning you’re never left wanting more.

But this is a very different beast to other H-D models. Like the Pan America, the inclusion of the new RevMax platform is a deliberate move to deviate from the formula that has characterised the Harley brand for well over a century. It is still a V-twin, but it offers a completely different experience. In many ways this is a good thing, but the lack of sound is a letdown.

Gone is that classic (and loud) Harley roar, and in its place is a more clinical, mechanical sound. It was acceptable in the Pan America (adventure bikes aren’t about sound), but I feel as though the Sportster S should have a bigger bark. That’s just me being picky though.

What’s not me being picky, however, is my gripe with the rear shock. Firstly, it is adjustable, but I opted not to fiddle with it. So it’s possible a few clicks here and there could make a difference. But in stock trim the shock was extremely harsh.

Any potholes or bumps in the road were bone jarring and I spent a lot of time cursing both the shock and Australia’s terrible roads. The fork presented no issues, but I’d be making the shock a priority for any modifications. All that said, the level of adjustability on both the front and rear is a huge plus.

The Sportster S handles well otherwise. Sure, the fat tyres and odd ride positon make it a little heavy to turn, and it doesn’t hide its 228kg weight very well, but it does tip from side to side easy enough and has decent clearance in the corners.

My only other key complaint is of the heat emanating from the exhaust pipe. The dual pipe is positioned directly next to your right leg and it gets very, very hot when riding in urban areas. A heat shield helps keep you from any third-degree burns, but I’d hate to think of the discomfort on a hot summer’s day in built-up traffic.

If the Sportster S is let down in any way by its rear shock, ride positon, and hot exhaust, it certainly makes up for it in the tech department. Where many past and present Harley models have been devoid of any electronic wizardry, the Sportster S features a wide array of gadgets.

The round colour TFT display looks great and maintains a classic look while still displaying loads of information. Throw in multiple ride modes, cruise control, heated grips (optional), smartphone connectivity, cornering ABS and traction control, and front and rear wheel lift mitigation, and it’s hard to fault the package.

In particular, I was impressed with the ride modes and their adjustability. The standard ride modes – Rain, Road, and Sport – are great on their own, but the two custom modes offer specific adjustment of individual settings. When full throttle response is unlocked, prepare for a maniacal fun ride.

If I’m being brutally honest, I wouldn’t buy this bike. Harley-Davidson has built an endless amount of legendary bikes, but I can’t help but feel they missed the mark slightly on this one.

Make no mistake – the Sportster S is still a premium, well-built machine, with incredible Harley style, comprehensive tech, and a super-fun engine, but its faults are a little too much for me personally.

And I get the feeling that, for the pure motorcyclists of the world, $26,000-plus is just a bit much for a bike that doesn’t really feel at home on the average Australian road.

That said, it would be foolish for punters to write it off without giving it a test ride, because I have no doubt it will appeal to many riders out there. It might be totally different from any Harley before it, but it still captures the rebel H-D spirit and aesthetic, and that factor alone will satisfy some.

Harley might not have hit a home run with the Sportster S, but it is certainly proof that the Motor Company isn’t afraid to think outside the box. I have a feeling we’ll see some pretty exciting things come out of Milwaukee in the coming years.

ENGINE
Engine type: Liquid-cooled 60-degree V-twin
Power/torque: 90kW/127Nm
Capacity: 1252cc
Bore x stroke: 105.0 × 72.3 mm
Fuel system: Electronic Sequential Port Fuel injection
Starter/battery: Electric starter / 12V 2.2Ah

TRANSMISSION
Type: 6-speed
Final drive: Belt, 80/34 ratio
Clutch: Mechanical, eight-plate wet, assist and slip

CHASSIS AND RUNNING GEAR
Frame: Stressed-member, alloy steel trellis
Front suspension: Showa 43mm inverted fork with compression, rebound and spring preload
Rear suspension: Showa linkage-mounted piggyback monoshock with compression, rebound and hydraulic spring preload
Front brake: Four-piston, single-rotor disc, 320mm
Rear brake: Single-piston disc, 260mm
Front tyre: 160/70TR17 73V Dunlop GT503
Rear tyre: 180/70R16 77V Dunlop GT503

DIMENSIONS
Claimed weight (without fuel): 228kg
Seat height: 755mm
Ground Clearance: 90mm
Fuel tank capacity: 14 Litres
Fuel use: 5.1L/100km (claimed)

OTHER STUFF
Price: $26,995 ride away
Colours: Vivid Black, Stone Washed White Pearl, and Midnight Crimson
Bike supplied by: Harley-Davidson Motorcycles Australia