Steady Progress.
One of the many great quotes attributed to storied American Basketball Coach John Wooden was, “We can have no progress without change.”
The changes Harley-Davidson have incorporated into the latest Softail Low Rider S are not major, but they do represent significant progress.
Not long after I collected the 2022 Softail Low Rider S I started trawling back through my library for points of reference to see just how much had changed.
This is the sixth Low Rider S I’ve spent time with, and I thoroughly enjoyed all of them. (See side bar.) Model-wise, each one has been a better bike than the version that came before it.
Dyna diehards
Back in 2016, around the editorial desk, we all agreed that the 110 cube Dyna Low Rider S was the best Dyna ever (HEAVY DUTY # 146). We also thought it was a crying shame that ‘peak’ Dyna also roughly coincided with the platform’s demise.
Its true potential was really brought home with a 117cu.i custom build by Morgan & Wacker that we featured in Issue #147.
That big-bore Screamin’ Eagle unit was a performance Harley with great road manners, handling, power and looks.
Its ergonomics and mid-controls weren’t universally popular, but as a Harley for a twisty road and getting amongst it with the sports riding crowd, it was a peach.
M8 Revival
Our lamentations were short lived, because in late 2019 we had a first taste of the 114-cube M8 Softail variant and the whole game changed.
The new platform retained or improved the handling, road manners and some of the style of the Dyna, but removed the harsh vibes and shakes while adding the tractability, compliance and responsiveness of the 4-valve. We even said it had the ‘Soul of a Dyna’ in Issue #167.
We still had a few gripes, but it was the first time that Mick, Paul and I universally agreed that this is a Harley we would buy, and do very little to, apart from ride it … a lot.
That model’s full potential was really unlocked when we tested Morgan & Wacker’s custom built, full-noise, 131-cube crate motor example that developed 150+ horsepower. (Tested in #171.)
But now, Harley have upped their ante again with the latest 117-cube version and it’s an absolute peach.
Problems solved.
Our gripes with the 2020 and 2021 Models have been well and truly addressed.
The first issue we had was with the tank mounted instrument cluster.
Harley maintained that this mounting paid homage to earlier Low Riders, but for a performance machine it was incongruous, counter-intuitive or just plain daft to have to lower your eyes so far from the road to check the tachometer which sat underneath the Speedo. Naval gazing was never so dicey. Particularly for a bike that was so enticing to tap out.
For ‘22, sitting atop the handlebars and (almost) nestling behind the sports fairing is a
4-inch gauge that displays an analogue tachometer with inset digital speedometer, gear indicator, odometer, fuel level, clock, trip and range readouts. It’s compact, legible and a significant improvement.
The fact that it now has a plain console on the tank with a badge inset is apparently more important to H-D that it is to us. But the console does look pretty good and gives the bike a leaner profile.
Another tick
Owing to the bike’s very capable handling and sporty ergonomics, the next thing we wished for was better cornering clearance.
The suspension is still premium quality with single cartridge 43 mm inverted forks with triple rate springs up front and a free piston, coil-over monoshock with 56 mm stroke and hydraulic preload adjustment on the rear.
Our wish for improved clearance has been achieved with a slightly longer rear shock, that not only gives more suspension travel, but adds a degree of tip-in ability. It might not read like much on paper, but it is quite noticeable on the road.
The mid controls give a knees-up ergonomic for taller riders, and probably not something I’d like for a long touring run, but for pure sports riding the bike remains one outstanding Harley. The mids make getting a knee out and moving weight off-board easy and are in keeping with the bike’s character.
That said, it would be easy to convert it to a bike that would be very happy on the interstate too. The sports screen offers surprisingly good wind protection for the torso and the drag bars sitting on 4” risers are all-day comfortable, so is the solo saddle.
To add a forward controls kit costs around $1150 fitted and cruise control is another $570 (fitted), but with those options it would be good to go a very long way. We all think Cruise should be standard on this bike.
117 Cube Sweetness
The new power plant displaces 1923cc and produces a healthy 167Nm at 3,500rpm – which is up 5% on the 114-cube model.
Harley claims the Cam has been specified to maximise performance from the Heavy Breather intake and 2-into-2 shotgun exhaust. That all works on paper too.
One thing that is very noticeable on the road is the capability and refinement of the 117 Cube powerplant.
This is undoubtedly the smoothest and most responsive stock motor I have encountered in any new H-D. Yes, yes, we’ve said that many times before, but it’s a fact. They do keep getting better.
Harley specifically makes a repeated point that this motor is dual counter-balanced to reduce primary vibration at idle.
The absence of vibes on both the Press Bike, in bone stock form, and Gasoline Alley’s accessorised demo unit which we featured last month, were quite remarkable for big Vee twins. Very far removed from paint shaker at the lights and highway buzz of the old Dyna.
The other ticks.
I spent the first week of the test cruising the city and freeways with occasional blasts up or down the coast and Mountains in dry conditions.
Around town the bike is narrow and lane splits easily and the clutch and gearbox remained a sure shifting delight in hot stop-start.
Carving up a back road is where the bike really shines and has a huge grin factor. Spooling it up and third gear is reminiscent of a Buell XB on ‘roids.
On the freeway it’s relaxed and solid and but I did really miss cruise control. It’s easy for the speed to creep.
For the second week of testing the late May rain set in and in the wet I got a chance to properly test the ABS. That system gets better with every model too. The big twin 4-piston calipers up front clickety-click it to a comfortable stop.
Style-wise?
The Dyna was arguably a better-looking Low Rider S. Its lines were leaner and lower. The ’22 Model is still a great looking machine with it’s black on black finishes and Radiate cast aluminium wheels finished in Matte Dark Bronze. Harley calls it ‘West Coast’ style.
The big heavy breather adds a certain toughness to the aesthetic and the livery and engine finishes work well.
Mick isn’t a huge fan of all black bikes and would probably go for the Gunship Grey paint, whereas I’d be all over the Vivid Black.
As tempting as it is to proclaim, that with the current raft of changes, the Softail Low Rider S is approaching ‘peak’ Harley-Davidson, experience tells us that really is folly.
But it’s most certainly progress.
Things I Liked
The 117-cube engine
Handling and cornering clearance
The revised instruments
Things I Didn’t Like
No passenger accommodation
Mid controls with old knees on a long ride
Things I’d Change
Add forward controls
Add cruise control
Open up the exhausts slightly
Storied History
The original Harley-Davidson Low Rider evolved from the 1971 FX Super Glide that Willy G reportedly designed using a combination of Big Twin (FL) and Small Twin (Sportster) parts.
The FX designation stood for “Factory Experimental” and, at first, sales-wise it was something of a failed experiment. Several variations followed with increasing success until the first Low Rider—the FXS—became an instant hit in 1977.
It was a milestone model with alloy wheels, twin-disc brakes and extended forks with a 32-degree rake. In 1983 it evolved into the FXRS Low Rider with a new frame, rubber-mounted engine and five-speed transmission.
The Dyna chassis arrived in 1991, followed two years later by the FXDL Dyna Low Rider. Engine capacity and chassis improvements continued over the next two decades. The FXDL was discontinued in 2010, revised and re-released in 2014, and joined by the first FXDLS Dyna Low Rider S in 2016.
That model’s Screamin’ Eagle 110-cube engine set the tone for today’s “S” designation. The Dyna platform retired in 2017; the Softail Low Rider S followed with the Milwaukee-Eight 114 and improved chassis. For 2022, capacity increased to 117 cube, with revised suspension and instruments.
2016
Our first taste of the Dyna version.
2016 — 117 Custom
Morgan & Wacker showed its potential with a 117-cube monster.
2019
Our first run with the Softail version—and we loved it.
2020 — 131 Custom
Morgan & Wacker returned with a 150-horsepower, 131-cube build.
2022 — Modified
Gasoline Alley previewed what was coming with its modified 117-cube demo.
2022 — Press Bike
The current 117-cube Harley-Davidson Australia press bike.
Performance
Price as tested$30,750
EngineMilwaukee-Eight® 117
Displacement117 cu in / 1923 cc
Compression ratio10.2:1
Fuel systemElectronic Sequential Port Fuel Injection
Air cleanerHeavy Breather washable exposed element
Exhaust2-into-2 offset shotgun
Driveline
ValvesPushrod-operated overhead valves
Bore103.5 mm
Stroke114.3 mm
Primary driveChain, 34/46 ratio
Final driveBelt, 32/66 ratio
ClutchMechanical, 10-plate wet assist
TransmissionSix-speed Cruise Drive
Chassis
FrameMild-steel tubular frame with rectangular backbone
SwingarmMild-steel tubular sections with stamped cross-member
Front suspension43 mm inverted single-cartridge fork
Rear suspensionHidden free-piston coil-over monoshock; hydraulic preload
WheelsRadiate cast aluminium
TyresMichelin Scorcher 31
Dimensions
Seat height, laden686 mm
Rake28 degrees
Trail145 mm
Wheelbase1615 mm
Front tyre110/90B19 62H
Rear tyre180/70B16 77H
Fuel capacity18.9 litres
Running weight308 kg
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