Harley-Davidson Street Glide 2024 Review

Baggers are going through something of a renaissance at the moment. Once the domain of ‘grey nomads’, these big tourers arguably lacked any real street cred. But the baggers of today are ballsy, packed with modern tech, and supported by a growing subculture that encompasses both racing and wild customisation.

The first time I became acutely aware of the popularity of baggers was at the Harley-Davidson 120th Anniversary celebrations in Milwaukee last year.

Expecting to witness armies of Dyna Bros on slim, stripped-down, and blacked-out cruisers, I was blown away by the number of big, custom-built baggers roaming the streets. I quickly got the feeling that the cool kids were riding tourers – a notion that was at odds with what I previously thought to be true.

It was fitting then that the Milwaukee trip also included the media launch of the all-new 2023 CVO Street Glide and Road Glide. Fitted with new engines, new designs, and new technology, this CVO pair completely blew away any preconceptions I had about baggers being slow, old, or hard to turn. In simple terms, they kicked ass.

Fast-forward to early 2024, and Harley-Davidson revealed similar updates to the standard Street Glide and Road Glide models – albeit with more affordable price tags.

And with that, Harley-Davidson put these tourers right back in contention for the title of best production baggers on the planet.

For reasons outside our control, we had to wait a while to try out the new models, but we’ve finally got our hands on the Street Glide to see what the all the fuss is about.  

The 2024 Harley-Davidson Street Glide is available in dealerships now for approximately $46,495 ride away. That is a $2500 increase over the 2023 Street Glide Special, but nearly $20k less than the CVO equivalent.

Of course, the price increase over the old model is easily justified by the addition of a bigger motor, a significant tech boost, and bold new styling.

So, how does the 2024 Street Glide differ from the CVO equivalent? Well, for starters, it doesn’t get the new Milwaukee-Eight VVT 121 V-Twin engine that debuted in the CVO models. Instead, it opts for the tried-and-true but improved 117 engine – still a nice upgrade from the old 114 motor.

Elsewhere, the 2024 Street Glide swaps the CVO’s premium speaker setup for a more basic affair, while the suspension, brakes, and exhaust are also simplified. The CVO model also has a lot more bling.

The updated Milwuakee-Eight 117 V-twin engine is a beauty. With a number of internal changes, torque and horsepower have been increased 175Nm and 107hp respectively, while the gearbox is also notably smoother and less clunky.

Of course, I’d love to see the 121 motor in the regular Street Glide sometime soon, but truthfully, the 117 powerplant is more than enough. The power comes on quickly, but smoothly, while urban work never seems to be a chore.

But as good as the engine is, the biggest gains for the new Street Glide are in the handling department. Like the CVO model, the new Glide is lighter and has improved suspension travel and ground clearance.

If the old stereotype that Harley’s can’t turn was still a thing, it has well and truly been made redundant with these new models. Yes, these things turn, and they turn very well.

While the open highway is the real domain of the Street Glide, the improvements mean that it is an absolute joy to take a detour through a twisty pass. It takes corners with ease and, unless you’re pushing really hard, you’ll find it difficult to scrape the spacious floorboards. And the improved suspension means more confidence in the turns.

Yes, it’s still a heavy beast, but it carries its weight exceptionally well and feels quite nimble and easy to manage. The only time your really notice the weight is if you take a corner with too much speed, or when pushing it around the shed.

The other big improvement for 2024 is technology. The addition of multiple ride modes, including a customisable mode, is a big plus, while the new Skyline OS system and large touchscreen TFT display are possibly the best in the business. Apple CarPlay is now available as standard.

Another new feature is the addition of a storage tray on the fairing. It slides out with the push of a button and is big enough to fit a smartphone, keys, and a wallet (and possibly more). Compared to small and awkward smartphone storage compartments on other bikes, this clever use of space by Harley-Davidson is quite innovative.

Finally, the new styling of the 2024 Street Glide is exceptional. Some might argue that the old bikes still looked good, but the new design is sharper, tougher, and possibly more appealing to younger riders. I’m not sure how many young riders will be buying a $46k tourer, but the new Street Glide is a tough-looking mofo all the same.

The 2024 Street Glide is a massive step forward for Harley-Davidson and it is hard to criticise a bike that has improved in almost every area.

Alas, there are a few little things to note.

On the whole, the suspension is much better, but I still found the rear to be a little harsh over rough ground. Preload adjustment should help this to a degree.

Another area of concern is wind protection. While it may differ depending on your height, for me, at 185cm, there was a fair bit of wind buffeting at higher speeds.

Harley has opted for a fixed windshield instead of an adjustable version. There is a small adjustable vent, but I found it made little difference. There are other windshields of various shapes and sizes available to customers, but I personally like the idea of having one adjustable screen that I can change on the fly.  

Elsewhere, Apple CarPlay only seems to work with a headset, but, in fairness, I’m not sure why you’d need Apple CarPlay without one. More annoying for non-Apple users, there is no Android Auto.

And finally, I have to say I prefer the style and frame-mounted fairing of the Road Glide model over the Street Glide, but that is simply a matter of personal preference.

If the old Street Glide was lacking in any way compared to its competitors, the all-new 2024 version brings it right back into the picture.

It offers significantly better performance, handling, and technology than its predecessor, and is much more affordable than the CVO counterpart.

Is this the new King of the Baggers? Quite possibly.

ENGINE
Type: Milwaukee-Eight 117 V-Twin
Capacity: 117 cubic inches (1923cc)
Bore x stroke: 103.5mm x 114.3mm
Compression ratio: 10.3:1
Fuel system: Electronic Sequential Port Fuel Injection

PERFORMANCE
Claimed maximum power: 107hp (80kW) at 5020rpm
Claimed maximum torque: 175Nm at 3500rpm

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

CHASSIS AND RUNNING GEAR
Frame type: Tubular steel cradle
Front suspension: 49mm Dual Bending Valve
Rear suspension: Dual adjustable emulsion with preload adjustment
Front brakes: Dual floating rotor, 32mm 4-piston fixed dual axially mounted caliper
Rear brakes: Fixed rotor, single axially mounted caliper
Wheels: 19- and 18-inch cast aluminium wheels

DIMENSIONS AND CAPACITIES
Rake: 26 degrees
Trail: 170mm
Claimed wet weight: 368kg
Seat height: 715mm
Ground clearance: 145mm (Road Glide) 140mm (Street Glide)
Wheelbase: 1625mm
Fuel capacity: 22.7L

OTHER STUFF
Price: from $46,495 ride away
Colours: Billard Grey, Vivid Black ($750), White Onyx Pearl ($1465), Whiskey Fire ($1465), Blue Burst ($1465), Alpine Green ($1465), Atlas Silver Metallic ($1465), Sharkskin Blue ($1465)
Warranty: 24 months, unlimited kilometres