Harley-Davidson CVO Road Glide and Street Glide 2023 Launch Review

In 120 years of existence, Harley-Davidson has survived many radical changes in the motorcycle industry, but the last decade has perhaps been its most challenging.

With the rise of adventure tourers and electric motorcycles, the Milwaukee-born manufacturer has been forced to expand outside of its signature cruiser and tourer line-ups with models like the Pan America and the LiveWire.

But despite the exploration of new horizons, the Motor Company (as it is affectionately known) is still primarily a cruiser and grand tourer manufacturer.

The problem is that the touring range has not changed much visually over the years. And, although there have been technical updates (the last major update was Project Rushmore in 2014), the bikes are arguably still chasing the competition in a few areas.

These facts have resulted in a unique scenario for Harley, where its customers would rather save their money and buy one of the plentiful and still-reliable second-hand models out in the world instead of expensive new models with only aesthetic updates. So Harley desperately needed to give customers a reason to buy new bikes.

This led to the three-year development of the new CVO Road Glide and CVO Street Glide. Known internally as Project Helix, Harley’s engineers set about building a bike that retained the classic touring roots, but which placed one foot firmly in the future.

And with the introduction of these latest creations, Harley has ushered in a new and vastly improved era. Armed with a new engine, new styling, improved ergonomics, and a swag of new technology, the new CVO models are Harley doing what it does best, but better. This famous brand isn’t done with cruisers and tourers yet. Not by a long shot.

The Custom Vehicle Operations designation is only given to models that represent the pinnacle of Harley-Davidson design, performance, and technology. These models are usually limited-production, and feature exclusive components, details, and finishes, and often larger engines and advanced electronics. Naturally, all of this results in huge price tags, further enhancing the exclusivity.

Harley also often uses CVO to debut new tech, new engines, and new design elements. When asked whether the new engine and technology found in the 2023 CVO models would filter down to the standard 2024 models, the Harley engineers only answered with the oft-touted manufacturer retort, “We don’t talk about future product”. But it would be a pretty smart bet to say that is exactly what will happen.

Brace yourself – the new CVO Road Glide and CVO Street Glide both check in at $62,495 ride away. And if you want the very attractive and very custom hand-painted Whiskey Neat with Raven Metallic paint scheme, then you can add another $7810 to the total. No, I’m not kidding.

Why so much? Well, CVO models are always fitted with a lot of high-end options that don’t come standard on the regular models. And of course there is the prestige element and the exclusive nature of these ‘custom’ bikes.

And baggers of this calibre are expensive. For reference, the current Road Glide Special starts at $43,995, while the Road Glide ST starts at $47,495. What’s another $15k for the much-improved and better-equipped CVO version?

The direct competition is the Indian Challenger Limited ($43,995 ride away) and the Indian Chieftain Limited ($42,995 ride away), but you could also throw in the Honda Goldwing ($44,445 ride away) and the BMW R 18 B ($37,950 ride way). Remember though, the CVO models are exclusive, and we’ll likely see more affordable versions without the CVO badge in 2024.

The headline news is the addition of the all-new Milwaukee-Eight 121-cubic-inch (1982cc) V-twin engine – the largest volume-production V-twin the firm has produced.

As well as the increased capacity, the 121 delivers more torque (189Nm at 3000rpm), more power (115hp/86kW at 4500rpm), and a host of new features that improve performance.

New variable valve timing is designed to broaden the overall powerband and improve torque management and efficiency, while a new cooling system improves thermal comfort and helps the bike breathe better.

Other updates to the powertrain include a new high-performance camshaft, a new cylinder-head design, a new intake tract, a new airbox, a new high-performance exhaust system, increased battery charging output for the electronics, and a new shift drum.

The most obvious change to the 2023 CVO models are the overhauled faring designs. This is also where the two models differ most from one another.

On the Street Glide, the iconic fork-mounted ‘Batwing’ faring gets its most dramatic visual change since it was introduced way back in 1969. As H-D put it, the fairing has “gone to the gym” and now has a much more aggressive look and integrated LED indicator lights.

And while the frame-mounted ‘Sharknose’ fairing on the Road Glide hasn’t changed quite as much, it has also been given sharper lines and integrated LED indicator lights. On both models, the fairing design blends seamlessly into the rest of the bike, with particular attention placed on the lines front to rear through the tear-drop fuel tank and saddlebags.

Interestingly, Harley has opted for a fixed windscreen on both models, saying that it preferred customers making use of different-sized optional windscreens rather than the complexity of adding an electronically adjustable windshield. The jury is still out on whether this was a good idea, but both bikes have adjustable vents and skirt deflectors which can help direct airflow in different directions.

The CVO pair also have two lockable hard saddlebags which have increased in useable volume from the previous generations. The saddlebags feature central locking as part of the keyless system on the bike.

Elsewhere, the bikes feature 19- and 18-inch Combo Cast Laced wheels, Brembo braking components, a 47mm Showa fork, and Showa dual outboard emulsion technology shock absorbers that are adjustable for rebound and preload. Preload can be changed easily via a new hydraulic preload adjustment knob on the left side of the bike.

All the changes combined has allowed Harley to strip 14kg from the Street Glide and 15kg from the Road Glide compared to the models they replace. Impressive.

What electronics and safety features do the 2023 Harley Davidson CVO Road Glide and Street Glide have?

Bringing the CVO Road Glide and CVO Street Glide into modern times is a long list of new high-tech features that are built around a brilliant 12.3-inch TFT touchscreen display. Harley calls its new infotainment system Skyline OS, and it looks spectacular and is complemented by redesigned switchblocks that are quite intuitive.  

Of course, there is smartphone connectivity (WiFi and Bluetooth) which enables phone calls, music, texts, and live traffic and weather updates, and there is also in-built navigation, voice recognition, and radio (digital too). Apple CarPlay has been added, which is a big step forward, but there is currently no Android Auto (although Android phones can still be connected).

Also new is the use of five switchable ride modes. Working in a very similar way to those found on the Pan America, LiveWire, and Sportster S, the three standard ride modes feature different combinations of engine braking, throttle response, power delivery, cornering ABS, and cornering traction control. Users can also make their own settings with two custom modes.

The bikes also feature tyre-pressure monitoring, cruise control, heated grips, cornering electronically linked brakes, drag torque slip control, and hill hold control. Missed anything? Well, I’d love a quickshifter, H-D – but I guess that’s not very tourer-like.

Oh, and don’t forget the upgraded Rockford Fosgate audio system, which includes four powerful speakers as standard. The audio quality is excellent around town, but it is almost impossible to hear at highway speeds. A little bit more volume would be nice.

It goes without saying, but the CVO models are V-twin Grand American tourers, meaning that they are big, heavy, and a little cumbersome. But that is where the mediocrity ends, because the changes to the engine, chassis, and tech have completely reinvented these long-standing models.

The first thing I noticed was how well they handle. From what we can tell, the chassis itself hasn’t changed much, but the weight reduction, new suspension components, new triple clamp, and improved ergonomics result in a bike that turns better than a bike of this size should.

Around town the bikes are surprisingly manageable, and while you still need concentration and a little leg strength to keep them upright in a stationary position, the weight disappears once you are moving.

Completing a tight U-turn is refreshingly easy thanks to a very generous turning circle, while the bikes hold their line incredibly well through the bends. There is also a surprising amount of ground clearance, and it took me more than a few attempts to get the floorboards scraping.

The stock suspension settings were very soft for my bigger-than-average frame, but a few clicks on the preload adjuster made a massive difference, and the bike felt more balanced and composed – especially when powering out of corners.

And the engine marks a huge improvement for Harley-Davidson. In my relatively short time riding Harleys, I’m confident this is the best engine I’ve experienced from the brand. It is very torquey, of course, but it is also very smooth and manageable.

It revs very quickly to the limiter from a standstill (meaning you have to be sharp with your gear changes), but when you find the sweet spot in third or fourth gear, it is an absolute joy to ride. The gearbox is also v smooth and, while it does lose some of the signature ‘clunk’ often found on Harleys, it feels exceptionally refined. Neutral is also very easy to find.

The exhaust note sounds great too and is better than any of the current regular Harley models. It has a nice growl which encourages you to roll on the throttle.

Playing around with the ride modes is a lot of fun, as they each offer very different characteristics and benefits. And, if you really want to have some fun, the custom modes allow you to dial power and throttle response all the way up, creating an adrenaline-pumping experience.

The ride position on both bikes is very comfortable, and the new seat design is a huge improvement from previous models. I preferred the higher handlebar on the Road Glide, but other journalists liked the lower, more practical ’bar on the Street Glide.

For this price point, I would have liked to have seen electronic semi-active suspension and radar-driven active cruise control. I’m sure both of those will come eventually, but not yet.

As for other gripes, I did find the engine hot at slower speeds in traffic (although that is pretty standard) and I also found the floorboards to be a little awkwardly shaped for big feet. The heel-shifter (which may not appear on Australian models) had a tendency to get in my way when trying to place my left foot.

My pick of the two is the Road Glide, mostly due to aesthetics and ride position, but I do think it handles a tiny bit better with the frame-mounted fairing taking more weight off the front end.

There are two colourways – Dark Platinum with Pinstripe and Whiskey Neat with Raven Metallic. As mentioned, the two-tone Whiskey scheme adds $7810 to the price tag, but it does look very nice and is probably my pick of the two (although Platinum is not too shabby either).

Storage on the Street Glide is slightly better thanks to a clever new pop-out draw which will fit roughly two iPhones, a wallet, and keys, and has a USB port. But the Road Glide’s two smaller square-shaped compartments have increased in size and also have a USB port – the shape is just a little more awkward.

These bikes are a massive step forward for the Harley-Davidson touring range, and the exclusive and high-end nature of the CVO designation means they will be an excellent addition to any shed. But they are expensive and will be well outside most budgets.

Of course, in 12 months’ time, we may see the regular Road Glide and Street Glide with many of these features, and they might be more in line with most people’s hip pockets. They just won’t have the very exclusive CVO badge on them and perhaps some of the more high-end components.

Either way, Harley has well and truly achieved its goal of building a grand touring platform for a new era. These models might just take Harley to the top of the touring tree and they reiterate the brilliance of this long-standing and iconic manufacturer.

ENGINE
Type: Milwaukee-Eight 121 VVT V-twin
Capacity: 121 cubic inches (1977cc)
Bore x stroke: 103.5mm x 117.5mm
Compression ratio: 11.4:1
Fuel system: Electronic Sequential Port Fuel Injection

PERFORMANCE
Claimed maximum power: 115hp (86kW) at 4500rpm
Claimed maximum torque: 183Nm at 3500rpm

TRANSMISSION
Type: Six-speed
Final drive: Chain 34/46 ration
Clutch: Wet, multiplate

CHASSIS AND RUNNING GEAR
Frame type: Tubular steel cradle
Front suspension: 47mm inverted fork
Rear suspension: Dual adjustable emulsions suspension with remote preload adjustment on the left shock, and threaded preload on the right shock
Front brakes: Dual floating rotor, 32mm 4-piston fixed dual radially mounted caliper
Rear brakes: Fixed rotor, single axially mounted caliper
Wheels/tyres: 19- and 18-inch Combo Cast Laced Wheels, Dunlop Harley-Davidson Series

DIMENSIONS AND CAPACITIES
Rake: 26 degrees
Trail: 170mm
Claimed wet weight: 393kg (Road Glide), 380kg (Street Glide)
Seat height: 720mm (Road Glide), 715mm (Street Glide)
Ground clearance: 145mm (Road Glide) 140mm (Street Glide)
Wheelbase: 1625mm
Fuel capacity: 22.7L

OTHER STUFF
Price: from $62,495 ride away
Colours: Dark Platinum with Pintstripe, Whiskey Neat with Raven Metallic
Warranty: 24 months, unlimited kilometres