2023 Harley-Davidson Low Rider ST review

I’ve tended to associate Harley-Davidsons with leather vests, flannel shirts and grey beards poking out of open-faced helmets, but with their model lineup undergoing an exciting refresh that stereotype is on the way out.

With iconic screen portrayals in Easy Rider, Harley-Davidson and the Marlboro Man, Wild Hogs and the more recent Sons of Anarchy series, the Harley-Davidson brand is imbued with popular culture and subculture baggage beyond what you’ll find in the Low Rider ST’s sculpted saddlebags, but what's it actually like to ride?

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JUMP AHEAD

• How much is it, and what do you get?
• Where is this model in its lifecycle?
• How do rivals compare on value?
• Interior quality, comfort, space and storage
• What is it like to drive?
• How is it on fuel?
• How safe is it?
• VERDICT
• Specifications

How much is it, and what do you get?

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Where is this model in its lifecycle?

The FXS ‘Low Rider’ nameplate was introduced by Harley-Davidson in 1977, with its recipe of flat bars, low seat height and longer forks translating to instant sales success, and the latest iteration takes the concept even further.

The murdered-out, black Low Rider ST looks sensational with its deep bronze wheels, dual shotgun exhaust, flat bars and stippled alloy drawing admiring glances from tradies and tourists alike on Healesville’s café strip.

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Along with updated styling, the the new FXLR ST receives the larger 117 cubic inch version of the ‘Milwaukee 8’ air-cooled V twin, previously only seen on the CVO models, hiking outputs to 105hp and 167nm - a not-insignificant 17nm of extra tyre-squishing grunt. This is aided by the ‘heavy breather’ air intake which is now positioned more aggressively forward of the engine.

The analogue gauges get replaced by a tiny digital display sitting at a convenient viewing angle on the handlebar riser, contributing to the stripped back ‘no gauges’ feel from the cockpit. Functions including speedometer, gear, odometer, fuel level, clock, trip, range and tachometer are easily scrolled through via a bar mounted toggle switch.

As with all Harleys there’s an indicator switch under each thumb which feels very natural once you’re accustomed to it, and electronic cruise control now comes standard, operated by a simple to use switch on the left handle grip.

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How do rivals compare on value?

At $36,995 (or $37,360 with White Sand pearl paint) the Low Rider Softail ain’t exactly cheap.

To find rivals that punch in the same weight category for performance and quality these days though you’re mainly looking at similarly priced European and US models.

The BMW R18 Classic comes with hard saddlebags and similar outputs from its 1800cc Boxer twin, but includes a large 10.25 inch TFT display, three riding modes, traction control, heated grips and a heated seat for $27,650. It’s feature-laden and a fair chunk of change cheaper, but missing some of the pugnacious attitude baked into the Low Rider’s gloss black flanks.

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The Indian Darkhorse might be the most obvious competitor for the Low Rider ST with very similar specs including a 171Nm, 1890cc V-twin along with sinister black-clad styling. It also comes with remote locking saddle bags, 3 ride modes and low-speed cylinder deactivation for $38,995.

At the other of the spice scale sits the Ducati XDiavel 1260s, packing a significantly more powerful water cooled L-Twin and some edgy, in your face modern styling at $37,950, but I doubt many prospective Harley buyers are cross shopping with the XDiavel, or anything else really.

In reality I suspect the vast majority of buyers with a Low Rider ST shaped hole in the garage want something with a HD badge and nothing else will do.

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Quality, comfort, space and storage

The Low Rider ST feels solid and brawny from the moment you climb on board, with the chunky forged aluminium levers and chest height fat grips that provide enough leverage to bench an Olympic barbell.

Once on the move though the FXLR ST doesn’t feel heavy, with it’s more central footpegs and flatter bars in comparison to the Road Glide ST giving the bike a more purposeful demeanour without compromising much in the way of comfort.

I did find my middle back aching slightly after some lengthy freeway jaunts to and from Victoria’s Yarra Ranges, with the reach to the bars resulting in a bit of a bar stool slouch, but this is something any owner would quickly rectify with some personalisation.

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Engaging the super easy-to-use cruise control allowed me to stretch and adjust my seating position, and the seat itself is terrifically wide and supportive, allowing my behind to retain an acceptable level of feeling even after a full day of riding.

The Low Rider ST differs from the S version via a large frame mounted cowl adorning the front of the bike. In the flesh the screen is nicely proportioned and really suits the styling with panniers attached. It’s also quite effective at deflecting most of the wind blast off the head and shoulders, making long rides much less tiring.

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Storage

The Low Rider’s sturdy saddlebags combine for a total of 53.6 litres of luggage space, easily negating the need for a backpack if you need to stow a couple of six packs and a sleeping bag.

They’re a cinch to quickly stow your wallet or jacket in without needing to turn off the bike thanks to the keyless ignition, or if you want to leave the saddlebags at home they pop off in seconds thanks to the internal quick release mechanism. Gas dampers make opening and closing the saddlebags nice and smooth, but reduce the aperture size somewhat.

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What is it like to ride?

Once on the move the Low Rider ST glides through turns with a grace and fluidity that belies its size, with 31.3 degrees of lean angle on each side allowing it to be hustled through bends at a respectable pace before the hero knobs start kicking up sparks.

The Low Rider’s pegs are positioned slightly further rearward than its Road Glide sibling, making spirited riding feel a bit more natural. The damping from the front and rear feels well judged, ironing out all but the most egregious semi-trailer crafted road chasms, while still holding a line with aplomb though the Black Spur’s tightening sweepers.

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Inspired by the improbably fast cruisers in the US ‘King of the Baggers’ racing series I even attempted to harry the occasional sport bike, but although the front 4 piston callipers offer good stopping power the Low Rider’s mass and compliant suspension make too many trail braking shenanigans inadvisable. Overall though I was pleasantly surprised by the ST’s mountain pass competence for a big cruiser.

Back in town I found myself starting to sweat a bit, courtesy of the humid weather and the heat accumulating from the big air-cooled twin while sitting stationary at Melbourne’s typically constipated intersections. Low speed manoeuvrability is fine though, with enough steering lock to confidently negotiate your way to the front of the traffic light queue when needed.

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On the odd occasion I needed to swallow my pride and put my feet down for a walking pace turn, the low seat height made it possible with a degree of dignity.

This was aided by the surprisingly positive attitude I received from many drivers, some of whom were practically falling over themselves to make room for me in traffic.

I like to think maybe it was because people thought I was a tough outlaw bikie, but the friendly nods and waves make it more likely that there are just lots of Harley-Davidson fans out there.

Drivers will certainly never be taken by surprise by the ST, thanks to the advance warning from the thumping air-cooled V-twin, with its milk-carton sized pistons creating pulses that massage your inner ear as it throbs along just above idle on the highway, before building to an angry bark when you need to blast past lane hoggers.

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The aquifer sized reserves of torque from as little as 2000rpm negate the need to thrash the engine, but it pulls very smoothly throughout the rev range and the bass thump from the exhaust makes it hard to resist hanging onto gears for a bit longer than strictly necessary.

Forward progress is impressive without ever becoming hair raising, though one of the first things I’m sure nearly all owners will do is ditch the restrictive stock mufflers in favour of an item that liberates more performance, and traffic light throttle blipping antics.

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How is it on fuel?

Range from the 18.9-litre tank is decent, with over 300 kilometres of cruising between refills easily possible.

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How safe is it?

The Low Rider ST packs ABS as standard but goes without ride modes or traction control.

Considering the normal use for this type of bike though the lack of an electronics suite isn’t really an oversight - it’s such an inherently stable motorcycle you’d have to be trying quite hard to break traction, and while you can find stunt riders wheelying Low Riders on YouTube that’s certainly not something that’s going to happen without some engine mods and a sadistic lack of sympathy for the clutch.

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VERDICT

Harley-Davidson’s Low Rider ST is a stylish cruiser with plenty of attitude and a bit more cornering prowess for those who might seek out a twisty road occasionally.

Having never been a cruiser rider I wasn’t sure I would really gel with the ST but it was definitely with some reluctance that I grudgingly slid the Low Rider’s keys back across the desk at Harley Heaven.

It’s not cheap, but the styling, build quality and smoothly charismatic engine make the value equation seem not unreasonable. And there is still something about riding a Harley-Davidson beyond just the nuts and bolts, an undeniable cool factor that’s infectious to be a part of.

If I was to own the Low Rider ST I would option it with the excellent sound system that comes standard on the Road Glide models and bin the stock mufflers for something that sings the Harley war cry with more fervour, but the lovely Low Rider ST hits a real sweet spot in the Harley range - one that doesn’t require you to get measured up for sleeve tattoos before you can appreciate it.

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Specifications

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