Harley-Davidson X350 and X500 2024 First Ride

Harley-Davidson is gearing up to re-enter the learner segment in Australia with a pair of new and affordable parallel-twin roadsters.

Built by Chinese giant Qianjiang in the same factory as Benelli, the new Harley-Davidson X350 and X500 are the first LAMS-approved options from the Motor Company since the demise of the hugely popular Street 500 in 2021.

And while many traditionalists will scoff at the thought of a Chinese-built Harley, it is important to remember that these new machines are designed with affordability and user-friendliness firmly in mind. The bikes will not only provide an entry point for wannabe Harley riders, but also potentially open up motorcycling to a new audience.  

Of course, a Harley badge and an attractive price tag only tell part of the story. So how do the bikes stack up in the flesh? Unfortunately, the Australian media launch was held before the bikes had passed their final ADR checks, so our time on them was very brief. But it was enough to get a small insight into what the new machines are all about.

Arriving in December, the Harley-Davidson X350 checks in at a starting price of $8495 ride away, while the X500 raises the stakes to $11,495 ride away. Both of these prices will be attractive for learner riders and should help Harley-Davidson compete strongly in the fast-growing learner segment.

On close inspection, the X500 is essentially a re-badged version of the Benelli Leoncino 500. Aside from styling changes and a few other minor differences, the two bikes are almost identical. But the Leoncino 500 checks in at $9890 ride away – nearly $1400 less than its Harley counterpart.

If you were indifferent about branding, then the Benelli might be the better option. But the power of a Harley-Davidson badge should not be underestimated. Many punters will be prepared to fork out more money for the extra street cred that the X500 offers.

The Harley X pair were announced not long after Triumph revealed its India-built Street 400 ($8990 ride away) and Scrambler 400 X ($9990 ride away) single-cylinder models. With Harley set to beat Triumph to the Australian market by a couple of months, it sets up an interesting battleground for these two Trans-Atlantic rivals in the learner segment.

Both the X350 and X500 are powered by LAMS-approved liquid-cooled parallel-twin engines that are complimented by an electronic sequential port fuel injection system and a six-speed transmission with a chain drive.

The X350 has an engine capacity of 353cc and produces 31Nm at 7000rpm and 36hp (27kW) at 9500rpm. Meanwhile, the X500 has a bigger 500cc capacity courtesy of a bigger stroke and puts out 46Nm at 6000rpm and 47hp (35kW) at 8500rpm.

Despite the capacity and performance differences, the X350 and X500 are more or less based on the same engine platform. But beyond that, there is quite a lot that separates them.

For starters, the X350 borrows its styling from the XR750 flat tracker and has a slightly sportier ride position. It is more compact than the 500, with a much lower seat height (777mm vs 820mm), a shorter wheelbase (1410mm vs 1485mm), and a weight saving of about 13kg (195kg vs 208kg).

The X500 offers more of a traditional roadster look and feel. It sits taller and the ride position is more upright, making it much more comfortable for bigger and taller riders. The X500 also has beefier suspension (50mm fork vs 41mm fork) and bigger brakes.

Both bikes have mandatory ABS, but that is it. There is no traction control, no ride modes, no rider aids, and no smartphone connectivity. Both machines feature a single analogue gauge with a small LCD display incorporated for trip information, as well as LED lights.

As mentioned above, our ride time on the X350 and X500 was very limited. As the bikes were not yet road-legal, the media launch took place at Sydney’s Allianz Stadium, with the tunnels below acting as our road loop. And while this presented an interesting location, it meant we weren’t able to properly test the bikes in real-world conditions just yet. But I did learn a few things.

Firstly, if you are expecting the usual Harley-Davidson levels of build quality, then think again. These machines are built on a budget. There is a lot of plastic, and some components, like levers and switchgear, feel a little flimsy. But none of this is surprising. At these price points, there has to be some sacrifice, and X pair make up for cheap parts in other areas. And if you happen to drop the bike (which many learners may at some point) then it won’t cost you a lot in repairs. Bonus.

The engine performance of both bikes is more than adequate for the learner market. We didn’t really get to ride them above 80km/h but, from our laps in the underbelly of Allianz, it was clear that urban commuting will be no issue for this pair. They accelerate quickly and smoothly, with the X500 in particular having plenty of oomph to work with.

I did find the gearbox on both bikes a little clunky, while the fuelling wasn’t perfect either. But they were my only real gripes with the engine and drivetrain. Put simply, the X350 and X500 should perform adequately in real-world urban environments. Higher-speed freeways and highways are another question, but we’ll have to save that for a more thorough test.

The ride position on the X500 was good for my 6ft1 frame, and I much preferred its upright and neutral riding position compared to the X350’s sporty persona. On the 350, the footpegs are set back a just a touch, forcing you to lean over the bike a little more. I personally found this to be a bit uncomfortable, though I’d imagine smaller riders won’t be as fussed.

Both machines handled well too, with a small slalom course just outside the stadium giving us the chance to test the agility of the bikes. Neither machine would be considered “lightweight” on paper, but in reality they both tip from side to side with ease and hold a good line through corners. I needed more time to asses the suspension, especially considering our test loop was free of any rough patches or potholes.

Elsewhere, the brakes and ABS system were basic, but presented no issues, and the Maxxis tyres held up well despite the slippery concrete in the tunnels. The styling of both bikes is attractive, with the X350 in particular doing a great job of evoking Harley-Davidson’s rich and colourful 120-year history.

There are four colours available – Dramatic Black, Dynamic Orange, Supersonic Silver, and Pearl White. Both bikes are available in all four colours and there are no price differences between each one. My preference for the X350 was Orange, while I liked the X500 in Black.

The Street 500 was a huge seller for Harley-Davidson in Australia. In fact, it was the best-selling bike locally in the Harley range at multiple times during its production run. Only the Breakout gave it run for its money.

So, it would make total sense if the X350 and X500 reached the same lofty heights. Like the Street 500, the X pair offer a solid no-fuss experience at a very affordable price.

According to Harley-Davidson, the X designation will be treated almost like a sub-brand, but will also act as the entry point for new Harley riders. It is hoped that they will eventually progress onto bigger Harley cruisers and tourers.

The X500 is apparently garnering more interest from potential buyers, but the X350 styling has proved to turn more heads. H-D says the X500 currently has 65 per cent of customer interest versus the X350.

While it is impossible to say exactly who will buy the X350 and X500, Harley-Davidson Australia will be hoping that younger riders will be attracted by the price tag and unique styling. The famous American company arguably has a rapidly ageing fanbase, but the X pair has the potential to reverse that trend and bring new riders into the brand and the industry.

We will hopefully test both the X350 and X500 thoroughly in real-world conditions in the near future, but our short visit to Allianz Stadium showed that Harley-Davidson Australia is well-placed to recapture the magic produced by the Street 500.

The bikes are basic, but they both perform adequately for the learner segment and should serve well as easy-to-ride and affordable commuters. Whether you are a young Harley fan looking for your first bike, or simply a learner rider looking for an affordable machine, there is absolutely be no harm in checking out the X350 or X500.

ENGINE
Type: Liquid-cooled, four-stroke, DOHC, eight-valve parallel-twin
Capacity: 353cc
Bore and stroke: 70.5mm x 45.2mm
Compression ratio: 11.9:1
Fuel system: Electronic sequential port fuel injection

PERFORMANCE
Maximum power: 36hp (27kW) at 9500rpm
Maximum torque: 46Nm at 5000rpm

TRANSMISSION
Type: Six-speed
Final drive: Chain
Clutch: Wet, multi-plate

CHASSIS AND RUNNING GEAR
Frame type: Tubular-steel trellis
Front suspension: 41mm upside down fork, rebound adjustable
Rear suspension: Oil and gas separation type, rebound damping adjustable, preload adjustable shock absorber
Front brakes: 4-piston fixed caliper, floating disc
Rear brake: 1-pison floating caliper, solid disc
Tyres: Maxxis Supermaxx ST

DIMENSIONS AND CAPACITIES
Claimed wet weight: 195kg
Seat height: 777mm
Wheelbase: 1410mm
Fuel capacity: 13.5 litres

OTHER STUFF
Price: $8495 ride away

ENGINE
Type: Liquid-cooled, four-stroke, DOHC, eight-valve parallel-twin
Capacity: 500cc
Bore and stroke: 69mm x 66.8mm
Compression ratio: 11.5:1
Fuel system: Electronic sequential port fuel injection

PERFORMANCE
Maximum power: 47hp (35kW) at 8500rpm
Maximum torque: 46Nm at 6000rpm

CHASSIS AND RUNNING GEAR
Frame type: Tubular-steel trellis
Front suspension: 50mm upside down fork, rebound adjustable
Rear suspension: Oil and gas separation type, rebound damping adjustable, preload adjustable shock absorber
Front brakes: 4-piston fixed caliper, floating disc
Rear brake: 1-pison floating caliper, solid disc
Tyres: Maxxis Supermaxx ST

DIMENSIONS AND CAPACITIES
Claimed wet weight: 208kg
Seat height: 820mm
Wheelbase: 1485mm
Fuel capacity: 13.1 litres

OTHER STUFF
Price: $11,495 ride away