“Race on Sunday. Sell on Monday.” This simple, but at one time effective, mantra that served as the cornerstone for a large part of the motorcycle industry for decades successfully moving bikes from showroom floors and into garages, is back
When the decline in factory interest – some may argue overall interest – in Sport Bike and Superbike road racing left the door open for a new series, the realm of the mighty American V-twin answered. Initially run as a single exhibition race for MotoAmerica in 2020, the King of the Baggers class graduated to a three-race series in 2021 followed by elevation to the full schedule in 2022 where it quickly became a highly popular class and notably the only one in MotoAmerica with manufacturer support.
While the creation of performance-based baggers has long been the focus of custom builders and aftermarket parts manufacturers, the growth in the popularity of the King of the Baggers series obviously caught the attention of decision makers at the Motor Co. from Milwaukee, culminating with the 2022 launch of the Street Glide and Road Glide ST models followed by the Low Rider ST. While the softail Low Rider ST remains available, for the 2024 model year the all-new CVO Road Glide ST has taken over as the sole heavyweight performance focused machine in the lineup.
When the team at Harley-Davidson Canada reached out with an invitation to experience an all-new motorcycle on the road course at Las Vegas Motor Speedway, there was only one bike that would logically fit the bill and sure enough in the days leading up to the test ride, it was confirmed that we would in fact be riding the 2024 CVO Road Glide ST.
Arriving at the track, introductions to Harley-Davidson King of the Baggers factory racers Kyle Wyman and James Rispoli, who would serve as instructors for the day alongside Wyman’s brothers Travis and Cody, further confirmed that this day was designed to highlight a motorcycle that is most definitely not your dad’s Harley.
Taking in the CV Road Glide ST on display at the track the reworked fairing, fuel tank and saddlebags bags that debuted on the 2023 CVO models remain, providing the improved lines that naturally draw the eye along a low slung streamlined visual. Available in metallic black or pearl white finishes, both colourways pay tribute to Harley’s racing efforts with the Screamin’ Eagle and Fast Johnnie graphics found on the factory sponsored machines.
A solo seat, rear shock remote reservoirs positioned above the rear fender, oversized air intake, compact floorboards and frame sliders attached to a frame mounted flat bar at the front, each fulfill practical applications while also providing this latest CVO model with its own identity. The use of forged carbon fibre on the front fender, rear seat cowl and fuel tank console offer a unique styling touch and also contribute overall weight reduction.
Additional weight savings are realized with the use of lightweight titanium materials and forged carbon caps in the slip-on mufflers as well as a lightweight composite oil pan. A review of the specifications also confirms that while sharing many of the features found in the Milwaukee Eight VVT 121 Engine that debuted in the 2023 CVO models, the CVO Road Glide ST’s 121 HO (“High Output”) version forgoes the VVT technology in favour increased peak power (127 horsepower at 4,900 vs. 106 hp at 4,750 rpm for the VVT version) and a further weight reduction of two pounds.
Even with the notable weight reduction of 11.3 kg (25 lb) compared to the standard CVO Road Glide, the CVO Road Glide ST still tips the scales with a wet weight of 380 kg (838 lb), requiring a top shelf chassis and components to handle the potential momentum that results from the combination of this heavyweight machine and its potent powerplant. On the suspension side of this equation, a massive 47 mm inverted fully adjustable front fork and dual fully-adjustable remote reservoir shocks at the rear allows for the Showa setup to be dialed in to accommodate both rider’s preference and surface conditions.
Braking performance is also upgraded on the ST model with dual 320 mm wave-style rotors on the front – providing reduced weight and superior heat dissipation – paired Brembo Monobloc four-piston calipers. Rear braking provided by a 300 mm single disc and four-piston Brembo caliper is electronically linked with the front brake.
The full suite of Harley-Davidson’s rider safety enhancements including ABS and traction control is included as standard equipment on the CVO Road Glide ST and adjusted in each of the standard modes as well as four customizable riding modes. In addition to Rain, Road and Sport modes the CVO Road Glide ST includes a Track mode – created with input from Kyle Wyman – which allows for independent use of the rear brake along with a more aggressive throttle map and reduced intervention from the ABS and traction control systems. For those in search of an even more realistic track experience, the included Track Plus mode completely disables the linked brake system, further reduces the level of ABS intervention to accommodate the hard braking and downshifts required on track and also reduces traction control to its lowest level.
While the CVO Road Glide ST has been created to deliver performance, it still features the Custom Vehicle Operations moniker and as such incorporates luxury features such as the infotainment setup centred around a 12.3-inch full-colour TFT display and 500-watt Rockford Fosgate audio system.
With all of the gathering of data and specifications out of the way, the real question of the day that we were in Las Vegas to explore was “How does it ride?” With this in mind, it was time to gear up and head out on the track.
On board, the seat height of 720 mm (28.4 in) is only slightly taller than the non-ST CVO model’s 714 mm (28.1 in), providing an easy reach to the ground for riders of all sizes. While they are reduced in size, the forward control position of the floorboards feels natural and consistent with other Road Glide models. The handlebar on the other hand is unique to this CVO ST model placing the rider in an upright position. While the bike’s weight as noted above is substantial, the engineers and designers’ attention to balance and low weight distribution is obvious as it lifts off the side stand with an ease that defies its mass.
With the engine fired up, the tones emitting from the Screamin’ Eagle exhaust system serve up a reminder that this motorcycle is built for performance and satisfying your neighbours need for a quiet Sunday morning is not a priority.
Pulling out onto the track the light handling characteristics of this motorcycle are immediately evident as its weight appears to magically evaporate. Despite concerns that the lead-follow format of the day and the inclusion of a U-turn drill on one of the fastest straightaways of the track would limit the ability to experience the full potential of this ST version of the CVO Road Glide, the sensation of the floorboard grinding along the asphalt through the tight final left hand corner of the first lap left brought forward a smile that only a day on the track can generate.
At the same time, the U-turn drill, which involved making a 180-degree left hand turn in half the width of the track width followed by immediately by a right hand 180-degree turn in the other half – in case I have never mentioned it before, the only thing I hate more than making U-turns is making U-turns on a heavyweight touring that weighs five times as much as I do – provided additional insight into the excellent handling of this new CVO model. Lap after lap, the drill repeated and with each successive time I got smoother, thanks in large part to the responsive throttle, manageable clutch and well balance machine.
With the pace picking up in the afternoon it was the opportunity to further experience the CVO Road Glide ST in its natural habitat. Switching from Sport mode to the Track, the increased throttle response combined with the ST’s reduced final drive ratio (30-tooth output sprocket compared to 32 teeth on the CVO Road Glide) resulted in acceleration that will make the rider thankful for the solo seat that has been designed to accommodate this level of performance and help hold the rider in place.
As a rider who spends the majority of their time aboard sport bikes, I found myself repeatedly hitting the 5,900-rpm rev limiter, which is in many ways a testament to the CVO ST’s ability to make you forget that you are riding a large displacement, heavyweight motorcycle. Adjusting riding style to incorporate a few strategically timed short shifts eliminated this issue and also highlighted the ability of the 121 HO engine and its 145 ft-lb of torque to pull hard from as low as 2,000 rpm.
While the standard-equipped Screamin’ Eagle exhaust setup sounded authoritative at idle, out on the track it was elevated to an entirely new level reminiscent of the sound of a Harley-Davidson Pro Fuel drag bike. Adding the auditory experience, the oversized air intake, which in addition to looking cool brings in 26 percent more air to the engine to deliver increased power output, produces a turbo-like sound as air rushes in.
After a day riding this all-new CVO creation, I was admittedly smitten with it. With the ability to brake hard, trail brake deep into corners and drive hard as the exit point presents itself, all with precision that defies it’s substantial 800-plus pound stature, it was only a matter of time before fantasies of showing up at the local track with the CVO Road Glode ST presented themselves. Imagine, a bike that can take you across the country but still offers the highest level of performance that production American V-twin motorcycles have never seen. Why wouldn’t you want one in your garage. The only limiting factor, as has always been the case with the CVO lineup, is the price point, but with the CVO Road Glide ST you definitely get what you pay for and for many the opportunity to experience technology and performance derived directly from Harley’s King of the Bagger racing efforts will be priceless.
The 2024 CVO Road Glide ST will arrive on Canadian showroom floors with an MSRP that is surprisingly $1,700 less than the CVO Road Glide. The $52,799 sticker price still represents a cost that will limit the bike’s target market, but this formula has served Harley-Davidson well since the introduction of the Custom Vehicle Operations models in 1999 and celebrating this 25th anniversary milestone with a model will draw a wider demographic to the pinnacle of the brand makes perfect sense.
PROS
+ Milwaukee-Eight 121 High Output V-Twin
+ Technology and performance derived directly from the factory racing team
CONS
– Speeding tickets will be a part of your future
– CVO Pricing
2024 Harley-Davidson CVO Road Glide ST
- Suggested Retail: Starting from $52,799
- Colours: Raven Metallic, Gold Pearl White
- Engine: Milwaukee-Eight 121 High Output V-twin
- Displacement: 1,977 cc
- Bore & Stroke: 103.5 x 117.5 mm
- Compression Ratio: 11.4:1
- Power: 127 hp at 4,900 rpm
- Torque: 145 ft-lb at 4,000 rpm
- Fuel Delivery: Fuel injected
- Final Drive: Belt
- Weight: 380 kg (838 lb) wet
- Transmission: Six speed
- Frame: Tubular steel
- Wheelbase: 1,625 mm (64 in)
- Seat Height: 720 mm (28.4 in)
- Suspension (front): Fully adjustable 47 mm inverted fork
- Suspension (rear): Fully adjustable remote reservoir dual shocks
- Tire (front): 130/60-19
- Tire (rear): 180/55-18
- Brakes (front): Dual 320 mm wave style discs with four-piston calipers
- Brakes (rear): 300 mm with four-piston caliper
- Fuel Capacity: 22.7 L
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