Harley-Davidson Softail 2025 Range Review

Harley-Davidson’s 2025 Softail range has officially launched in Australia and all eyes are on the refreshed Milwaukee-Eight 117. This potent V-twin package is available in three distinct tunes, each developed to best suit any one of the six Softail variations. Upgrades to the Milwaukee-Eight for 2025 include four valve cylinder heads, a refined air intake system, and new water-cooling routing, which now runs neatly over the cylinder head.

Here is a quick summary of the 2025 Softail range and the different engine tunes:

Each Softail variant brings its own unique characteristic, riding style, and price. With a low seat height and approachable rider controls across the 2025 range, the Softail continues to be a true ‘everyman’ Harley-Davidson motorcycle. 

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Harley-Davidson corners a unique market, of which the only real competition is Indian Motorcycle. BMW is another rival with its R 18 platform. The new Softail range has great variety and few rivals, with plenty of aftersale options familiar to the brand. 

The 2025 range comes with a wealth of standard equipment over the previous generation. All variations receive cruise control, a multi-function LCD display, ergonomically revised switch-blocks, USB-C charging capability, and a full suite of LED brightwork as standard. 

Harley has also introduced a diverse spread of safety systems to the Softail. Cornering drag torque slip control, cornering ABS, tyre pressure monitoring, cornering traction control, and three ride modes aid the rider in taming a near two-litre powerhouse between their legs. 

The Softail line-up starts at $24,995 ride-away, captained by the classic-styled Street Bob. Key features unique to the Street Bob include a new two-into-one exhaust, wire-spoke wheels, new 4-inch handlebar mounted display, conventional front forks, and a single 300mm front brake disc mated to a four-piston caliper. The Street Bob delivers great value to those seeking a price-conscious entry into Harley’s big-twin offerings.

The Low Rider S can be snagged for $34,750 ride-away, while its full-faired counterpart, the Low Rider ST, comes at a $4000 premium and price of $38,995 ride-away. Both bikes have 43mm upside-down front forks, dual 300mm front brake discs with twin four-piston brake calipers, and unique bodywork as standard.

The sleek Low Rider S is equipped with a painted headlight cowling and unique front mudguard, while the touring focused ST comes standard with colour-matched hard shell pannier bags and an FXRT-inspired wrap-around front fairing.

At the premium end of the Softail range, the Fat Boy, Breakout, and Heritage Classic all feature the same upside-down fork, single 300mm front brake disc and single four-piston front caliper as the entry-level Street Bob. The Heritage Classic features a new two-into-one exhaust, whilst the Fat Boy and Breakout both feature polished side-mounted twin pipes. 

The Fat Boy has a ride-away price of $38,495. It features a unique headlight nacelle, 5-inch tank-mounted LCD, and solid 457mm ‘Lakester’ wheels with massive tyres.

Looking for the perfect motorcycle to feature at your wedding? How could you look past the $39,495 Harley-Davidson Breakout. The Breakout’s 34-degree rake, 533mm front wheel, and 240mm rear tyre look quintessentially chopper, and with premium paint offerings from Harley, the Breakout looks like a custom bike straight out of the dealership. 

Finishing off the Softail range with a ride-away price of $39,995 is the Heritage Classic. A nostalgia trip of old-school American styling, the Heritage Classic features vintage-look tank badging, twin leather pannier bags, a large removable windscreen and LED auxiliary front fog lights as standard.

Undoubtedly, Harley-Davidson has continued to deliver a class of styling in a league of its own. Each Softail model is built in an incredibly distinct manner, but all are undoubtedly a Harley, even from 100 meters away.

Visualise a Harley-Davidson and there's a good chance you’ve pictured any one of the six variations of Softail. Mid- or front-mounted footpegs, chrome accents, in-your-face paintwork and a wicked soundtrack culminate to make the ultimate “tough guy” motorcycle experience.

On the technological front, I was impressed by the intuitive hand controls, easy-to-read and navigate digital dashboard, and no-nonsense cruise control. Harley-Davidson offers a 4-inch LCD display for the Street Bob, Low Rider S/ST, and Breakout, which is mounted on the handlebars. A tank/console mounted 5-inch display comes standard on the Heritage Classic and Fat Boy.

Harley’s three rider modes are also a homerun, and each offer a completely different throttle response and engine character, which remains excellent. They’re intuitively simple too: Rain mode dulls the throttle response, Road mode gives a predictable, everyday feel, and Sport mode lets all hell break loose, unlocking full engine power and blistering torque.  

The new safety tech should impress even the most die-hard Harley enthusiast. These features are non-invasive and well-hidden; the telling mark of a well-refined safety system. Tyre pressure monitoring is also welcome, as there is plenty of rubber to monitor.

Dynamically, the Milwaukee-Eight 117 has an excellent torquey engine characteristic, which is both rewarding and responsive all the way to the 5900rpm redline (for Low Rider S/ST models). No two tunes of the Milwaukee-Eight feel alike, which is an accomplishment few manufacturers can attest to. 

While most “conventional” motorcycle engines like to rev, the sub-6000rpm redline does not feel burdened or heavy whatsoever. The throttle is playful and direct, ready to surge the bike out of corners like a tidal wave of pure satisfaction. 

Couple the uncompromised, rewarding engine dynamic with a buttery smooth, well ratioed six-speed gearbox, and you’re on to a good thing. The Softail’s foot-shifted manual clicks under-toe like two worn bits of Lego, and the gearing is tall without feeling clunky. There always seems to be the right gear for the job at any given speed, letting you experience the entire rev-range while grinning like an idiot. 

Overall dynamics of the Softail platform are best experienced on the Low Rider models. The upside-down forks and twin front brakes really do make a huge difference, keeping the bike steady on bumpy roads, and allowing for a healthy amount of trail-braking into bends. 

Low Rider models aside, the Softail continues a longstanding tradition of unique handling characteristics, loads of torque and underwhelming brakes. The front lever feels wooden under braking, and the rear brake demands an overly heavy foot to see any impact. But the dual front brake discs and calipers seen on the Low Rider models provide adequate stopping power, and should be offered as an option for other models. 

All six Softail family members offer a firm ride. The Street Bob, Heritage Classic, Breakout and Fat Boy all use conventional front forks, which lack damping on bumpy roads. Large potholes send a shudder through the handlebars, particularly on the large, heavy wheeled Fat Boy and aggressive front fork-raked Breakout. Whilst you can trail brake into a corner for a predictable dynamic, make sure you allocate plenty of time to do so. A single front brake caliper stopping around 300 kg of motorcycle is a big ask. 

With a travel of 43mm (or 56mm for the Low Rider models), the rear suspension has a limited amount of give. Most small bumps and imperfections are soaked up with relative ease – impressive when you consider the compact and well-hidden rear monoshock assembly. But large bumps will cause discomfort, sometimes bumping the rider off the seat for a split-second. Space on the Softail is limited, and coupled with the firm rear suspension, riding with an adult pillion on faster and bumpier roads is ambitious.

The standard-fit conventional cruise control is easy to operate, with logical controls, but one of Harley’s innovations does become a bit of an annoyance. Twisting the throttle forward to deactivate the cruise control is a nice, well-hidden feature, but the annoyance is in the sensitivity. Frequently, after activating the cruise control, rolling off the throttle would inadvertently touch the off button. 

And lastly, the rider ergos are a little bit cramped for taller riders. At 195cm, my legs struggled to find space on top of the mid-mounted pegs. On the models with forward-set pegs, riding was more comfortable but still cramped for my height. Further, the optional highway pegs fitted to the Low Rider ST aren’t far enough away, and using them proves difficult, as the rider's right leg will constantly hit the air intake. 

The Harley-Davidson Softail range offers a model to suit any kind of buyer and gives a great perspective of the brand at an introductory price – relative to competitors in this category. Of course, no rider should expect sports-bike characteristics from a Harley Davidson; the Softail models are about living in the moment, cruising at your own pace, and looking cool.

Whilst the handling dynamics are certainly unique, they are synonymous with the H-D brand. This is what buyers have come to expect, and they meet that demand. Riding a Softail feels like riding a missile: limitless power and acceleration, as long as you plan your target. 

The revised Milwaukee-Eight 117 is an awesome piece of American engineering. It is smooth, capable, characterful, and versatile. Coupled to a well-ratioed, six-speed foot-shifted manual, the Milwaukee-Eight is the Crown Jewel of the Softail Monarchy. The 5900rpm redline is more than sufficient, and, at any point of the rev-range, the engine note is unmistakably Harley. 

I was disappointed with the ride quality; the Softail is a cruiser, and this should be synonymous with plush, capable suspension. The brakes are sufficient but could certainly benefit from more bite. Fortunately, the Low Rider fills this request, and coupled with upside-down forks, delivers in the twisties. 

The 2025 Softail continues to push into new boundaries of power, technology, and style. Those in the market for a no-compromise cruiser with jaw dropping style, great visual refinement and a torquey marvel of an engine, look no further. The tweaked Milwaukee-Eight is fantastic, and the 2025 model technological additions (both for safety and display) are sleek, intuitive and refined, and should be welcomed with open arms. 

ENGINE
Type: Liquid-cooled, four-stroke, pushrod-operated V-twin with four overhead valves.
Capacity: 1923 cc (117 Cubic-inches)
Bore x stroke: 103.5 mm*114.3 mm
Compression ratio: 10.3:1
Engine management: Delphi Electronic Sequential-Port Fuel Injection

PERFORMANCE

TRANSMISSION
Type: Six-speed ‘Cruise-Drive’
Final drive: Belt
Clutch: Mechanical, 10 plate wet, assist & conventional

CHASSIS AND RUNNING GEAR

DIMENSIONS AND CAPACITIES

OTHER STUFF