If you only have a minute, here’s what you need to know about the 2024 Harley‑Davidson Glide: The new OE Road/Street Glides are essentially last year’s CVO but with a 117ci engine instead of the VVT 121. Now you can go back and forth with your Shovelhead search.
2023 Harley-Davidson CVO Street Glide and Road Glide Review | Maiden voyage
But, of course, there’s more to the story of the sweeping modifications to America’s best-selling street bikes. Come travel with us from Lake Las Vegas to the surrounding remote areas.
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Harley-Davidson Glide CVO to OE
This is the first major update to Harley’s Grand American Touring motorcycle portfolio since the Project Rushmore bike debuted in 2013. Almost all of the attributes we loved about the CVO Road Glide and Street Glide are carried over. The thorough updates that debuted last summer are all seen here in OE form: the fairings, fuel tank and dashboard are the same.
The biggest difference from CVO to OE is found in their Milwaukee-Eight engines. The 117ci engine seen here uses the CVO’s liquid-cooled cylinder heads but does not have the variable valve timing system like the 121 VVT. Other changes include a 50% larger air filter than the Heavy Breathers on the 107 and 114, and a throttle body increased from 55mm to 58mm (2.3 inches). Horsepower is up 3 percent to 105 horsepower at 4,600 rpm, while torque is up 4 percent to 130 lb‑ft at 3,250 rpm.
Body work
Many gray-bearded men turned up their noses when they first saw the new look of the CVO Glides – it’s human nature to resist change. Seven months later, it seems MoCo devotees are softening their harsh views, especially regarding the elegant yet familiar Street Glide.
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These new OE Harley-Davidson Glide models are essentially identical to their CVO siblings, including a beveled top tank that’s 2 pounds lighter than before but still holds 6 gallons. Additional weight is reduced by using a triple clamp made using a liquid aluminum forging process, removing approximately 7 lb from this critical area. The new RG is said to be 16 pounds lighter than the previous RG Special; The SG has lost 18 pounds compared to the old SG Special.
TAKE OFF
TFT-easy
Upgraders will notice the gorgeous TFT panel. At 12.3 inches, it is 90% larger than the previous screen. It includes three display options: Cruise, which is the traditional layout; Sport, with a central speedometer/speedometer, leaves more space on either side for customizable utility screens; and Sightseeing, with most of the screen occupied by maps and directions.
It’s all managed by H‑D’s Skyline OS and options can be set via the glove-friendly touchscreen or various controls. Audio power has been doubled to 200 watts, sending tunes to two 5.25-inch speakers on the fairing.
Ride modes are part of the package. Owners can utilize different combinations of power delivery, engine braking, cornering ABS and traction control by choosing from Road, Sport, Rain or Custom. H‑D’s Enhanced Driver Safety electronics suite comes as standard, monitoring the linked braking system, cornering ABS, Torque Slip Control and Vehicle Hold Control.
Instead of the CVO’s upside-down forks and radial-mount Brembo calipers, the OE Glides use a retuned 49mm non-adjustable fork with 4.6 inches of travel, as well as the previous 4-piston axle-mount calipers.
The rear suspension receives a welcome upgrade, with travel increased by 43 percent from a meager 2.1 inches to a more reasonable 3 inches. Dual Showa shocks replace the old bike’s dampers, now using emulsion technology in both instead of just one, which is said to improve responsiveness.
Instructions for driving a Harley-Davidson
For those of you who don’t know, the Street Glide and Road Glide are basically the same motorcycle but with different fairings. The SG used a version of the iconic batwing fairing first introduced in 1969. Ten years later saw the appearance of Harley’s shark head fairing on the FLT Tour Glide, followed by the Road The first official Glide was in 1998.
Like everything in life, you need to make compromises when choosing the Harley-Davidson Glide that’s best for you. The RG’s frame-mounted fairing provides better wind protection, while the SG’s handlebar-mounted batwing is more svelte but contributes to a slightly heavier handlebar and can be affected by crosswinds .
From behind bars, the SG feels like a much smaller motorcycle than the RG with its giant fairing. This makes the 838-pound SG feel more competent at low speeds even though they weigh similarly.
The ride glides smoothly
I first hopped on the Road Glide in Sharkskin Blue, a “premium” color that carries an $850 premium over the standard base Billiard Gray version. The new instrument panel enhances the vehicle’s premium impression and provides clear information to the driver, including tire pressure. The upgraded switchgear also impresses with its higher tactile quality. The RG’s cockpit includes a pair of storage compartments, and the storage compartment on the starboard side is equipped with a USB‑C connector.
The new 117ci engine is loud at all points of its power range. Just compared to the CVO’s 121ci M‑8, it’s a bit short. Almost everyone will think it is more than enough. I dialed in Road mode for the smooth throttle response I wanted for this mostly casual ride.
While I enjoyed all the roar coming from the exhaust system, the sounds coming from the audio system were drowned out by wind noise at speeds above 100 km/h. Although rated at 200 watts, it produces 50 watts per channel and has only two speakers – the additional 100 watts will only be heard after installing a pair of saddlebag speakers.
When I switched to the Street Glide, I found a riding position that was more suitable for my smaller frame. The SG’s lower handlebars feel more natural for my stature, while the RG’s bars place the grips just a few inches below my shoulders. The touchscreen on the SG is also much closer to the driver than the RG’s, making it much more accessible.
Both Glide have adjustable spoilers on either side of the fairing to redirect airflow, plus an adjustable vent in the center of the windshield to soften air hitting the rider’s helmet. drive. Another highly appreciated feature on the SG is the sliding storage tray just below the dashboard, which is extremely convenient for storing any small items.
The smooth Nevada roads we rode didn’t challenge the suspension, but the few bumps we encountered made me grateful for the extra mileage provided by the new shocks. They offer a major upgrade in ride quality compared to previous short shocks. The brakes are capable but don’t reach the high levels of power that the hardware on the CVO provides.
Verdict
There are very few new OE Harley-Davidson Glide swingarms. The heavy clutch required strong pulling power, and the six-speed transmission swapped gears with a noise not unlike a modern transmission. But the upgraded engine feels very satisfying, and the additional travel of the rear suspension is a big improvement that allows the Glides to glide over bumps that previously would have rattled the rider’s spine. .
The only real obstacle to pulling the trigger on the new Glide is their expensive MSRP, starting at $25,999. Both cars come with a chrome finish as standard, while black paint costs an additional $1,350. Color options other than Billiard gray add $850.
While that’s a significant change, it’s still much less than CVOs that cost over $40k. If you want to ride a Harley bagger in style, these new Glides are a significant improvement over the old ones. Even those with gray beards would have to agree.
