Harley-Davidson Road Glide ST 2023 Review

To trace the evolution of the imperious Harley-Davidson Road Glide, we need to venture back to 1941 when Milwaukee launched the FL series of big-frame motorcycles.

Without going into a lengthy dissertation about the codes, the ‘F’ means an overhead valve big twin. The ‘L’ means wide, particularly the front tyre and hydraulic front fork, whereas the following letters define the specific model. An ‘H’ or ‘T’ indicates highway or touring. Road Glides are FLTR, followed by the unique model code.

Today we are presented with the latest incarnation in this stalwart lineage, the monstrous 2023 Harley-Davidson Road Glide ST (FLTRXST) with the largest stock engine the Motor Company produces, the 117-cubic-inch (1923cc) Milwaukee-Eight V-twin. ST, we understand, is for ‘Sport Touring’ and melds neatly with the marketing trend for ‘performance baggers’ as demonstrated in the ‘Battle of the Baggers’ race series, where Screamin’ Eagle Road Glides and Indian Challengers go head-to-head like the good ol’ days.

The Touring range of Harley-Davidson’s big frame motorcycles is, despite their physical size and price tag, still enormously popular among those with both the sufficient wherewithal and leisure time to enjoy them. Which is why you’ll often see retirement-age riders and couples heading into the wild blue yonder astride their chromed superannuation payout.

The Road Glide and its close cousin, the Street Glide (FLHX), occupy the top tier of the Grand American Touring Category with identical pricing and the only obviously distinguishing feature being the fairings. The FLTR has the so-called ‘shark nose’, frame-mounted fairing, while the FLHX has the fork-mounted ‘bat wing’. The poor cousin of the category, if that’s not too unfair, is the Road King (FLHR), which has no fairing in 2022 form.

The US market continues to offer the Road Glide in base trim (FLTRX) with chromed Milwaukee-Eight 107 powerplant. This model was sold here in 2018 and ’19 but was discontinued in favour of the more up-spec’d units we’re discussing now.

No more than twice a year, Harley-Davidson will release 1500 numbered, high-end special editions as part of its Icons Collection. Last year, H-D revealed the El Diablo (FXRST) with stunning custom paint and a shark-like nose, but it is actually on a touring-ready Low Rider Softail chassis. However, the previous year we saw the exquisite Electra Glide Revival relive the ’60s glamour – and it was a proper FLH.

Now in the 2023 120th Anniversary collection, the CVO Road Glide Limited is a jaw-dropping standout in $65,000 117ci form and features a long list of fancy extras like heated seats and grips along with an impressive black and Heirloom Red panelled paint scheme with hand-laid details. Sadly, unless you have pre-ordered one of the 1500 limited-edition units, you will have missed out.

So back to the matter at hand: what sets the ST apart from the regular Road Glide Special (FLTRXS)? From an arm’s length viewpoint, we can see the bags afford greater clearance (140mm vs 130mm) by using the ‘sport’ panniers. There’s also a ‘chopped’ front fender and, as mentioned, the big blacked-out 117ci M8 with the high volume air cleaner versus the ‘regular’ chromed 114ci in the Special. The 117 produces 107.4hp (79kW) and 172Nm as opposed to the 114ci unit at 97.9hp (72kW) and 160Nm. Not huge a difference, but noticeable nonetheless.

The seat height on the ST is 678mm versus 663mm on the Special and is a comfy solo without pegs, while the Special has room for a pillion… just. Some taller (180cm-plus) folks may find the riding position and posture not to their liking as you could find yourself pushed forward somewhat. I’m an average 175cm, so not an issue for me.

The hype ends here, so we put the bike to the test on a two-day run out to West Gippsland (Vic), a mix of long-legged road sections as well as some tight sections out the back of Beaconsfield.

The word ‘effortless’ keeps coming to mind with these big Harley-Davidson tourers, and the Road Glide ST takes that to the next level. The solo seat, with its reassuring rear lip, reminds you that it’s just you and the bike and the temptation is to push on a bit.

Such is the confidence that this bike inspires, I need to remind myself of my limitations and not try any ‘sportsbike’ cornering. As with any big Harley, cornering quickly takes some pre-planning but the ST does make for a more stable platform, especially with the cornering ABS and the Drag Torque Slip Control.

The cornering clearance means less peg dragging thanks to more room under the bags rather than a tighter lean angle. The 32-degree lean is the same for the Special as it is for the ST, so the handling enhancements are more to do with the set-up geometry and the taller rear shocker.

All things considered, the ST will most likely find itself in the hands of someone keen to stretch their legs on the open highway or back roads with long sweeping bends and constant-radius corners rather than tight doglegs and switchbacks.

The 22.7 litres in the fuel tank, while not huge, should get you comfortably past 400km, and maybe enforced rest breaks are not such a bad idea.

The roaring sound of the Boom! Box GTS is as good as you’ll find on any touring bike even though, in my mind, concert hall audio systems on motorcycles seem overkill to me.

You can connect via Apple CarPlay or via Bluetooth with the bonus of Harley’s built-in maps and media player, so the choice is yours.

So, if you’re rubbing your chin about which tourer to get, consider your own riding style and projected use rather than be drawn to the allure of the ST for the sake of it. If you’re planning on taking a pillion, then perhaps the Special is better suited to your needs – and your pillion’s.

If there is such a thing as a race-inspired bagger, then this is it. More grunt, tighter handling, distinctive styling and long legs for energetic touring, this bike will make long rides exciting.

ENGINE
Type: Milwaukee-Eight 117 V-twin
Capacity: 117cu in (1923cc)
Bore x stroke: 103.5mm x 114.3mm
Compression ratio: 10.2:1
Fuel system: Electronic Sequential Port Fuel Injection

PERFORMANCE
Claimed maximum power: 107.4hp (79kW) at 4750rpm
Claimed maximum torque: 172Nm at 3750rpm

TRANSMISSION
Type: 6-Speed Cruise Drive
Final drive: Belt
Clutch: Mechanically actuated 10-plate wet, Assist and Slip

CHASSIS AND RUNNING GEAR
Frame type: Mild steel, tubular frame
Front suspension: 49mm Dual Bending Valve, 117mm travel
Rear suspension: Premium standard height hand-adjustable, 76mm travel
Front brakes: Dual floating 300mm rotors with four-piston calipers, ABS equipped
Rear brakes: Dual floating 300mm rotors with four-piston calipers, ABS equipped
Tyres: Dunlop Harley-Davidson Series, bias blackwall, front – 130/60B19 61H rear – BW 180/55B18 80H

DIMENSIONS AND CAPACITIES
Rake: 26 degrees
Trail: 170mm
Claimed wet weight: 382kg
Seat height: 715mm (unladen)
Wheelbase: 1625mm
Fuel capacity: 22.7L

OTHER STUFF
Price: from $45,995 ride away
Colours: Vivid Black, Gunship Grey (+$400)
Warranty: 24 months, unlimited kilometres
Service interval: 1600km, then every 8000km thereafter
Test bike supplied by: Harley-Davidson Australia