2022 Harley-Davidson Low Rider ST First Ride Review

[Admin]

The Harley-Davidson Low Rider ST has a starting MSRP of $21,749 in Vivid Black, with this Gunship Gray color adding $450. (John Hebert/)

In creating the new 2022 Low Rider ST, Harley-Davidson has accomplished the momentous task of doing a lot with a little. This is not because no more was available, but because no more was required. The new bike is little more than a new fairing and some reworked bags added to the updated Low Rider S, but the heritage this styling evokes will meet the needs of countless FXR and Dyna enthusiasts who have been looking for functional, traditional style on H-D’s modern heavyweight platform. With added storage and wind protection, the ST adds a large dose of versatility to H-D’s hot-rod Softail without sacrificing a great deal of performance.

The star of the ST show is the new frame-mounted fairing, inspired by the FXRT Sport Glide. This fairing’s aerodynamics were developed through computational fluid dynamics analysis, and it shows in sharper creases and adjusted proportions compared to the FXRT. It’s robust and wide enough to cover most riders, with small deflectors at the lower outside edges to help direct wind away from riders’ knees. The original FXRT fairing had no center vent, but one has been added to the existing side vents on this new design.

I did experience some buffeting of my helmet at highway speeds. These three large openings on the fairing are not closable, but when I installed my Harley-Davidson Overwatch Handlebar Bag to block the center vent, the turbulence was greatly reduced. These vents are often designed to help with aerodynamics and alleviate low pressure zones in the rider’s cockpit, but installing a closing mechanism into the vents, as we see on touring models, would give riders the option to see for themselves. There is also a lot of room around the triple trees; it seems this could have been managed better, perhaps used for storage, but leaving it open leaves that choice up to the customer.

Angles on the new ST fairing are sharper than on the old FXRT and there is now a center vent above the headlight. (John Hebert/)
Wind deflectors on the lower part of the fairing help reduce buffeting to the lower body and knees. (John Hebert/)

Like the FXLR S, the Low Rider ST is powered by the 117ci Milwaukee-Eight, H-D’s largest production engine. Power delivery is smooth but immediate. As the Cycle World dyno chart shows, the torque curve shoots straight up from idle. The M-8 produces over 100 pound-feet for nearly the entire usable rev range, hitting its peak of 114.79 pound-feet at 3,470 rpm. With no ride modes or traction control, this power is surprisingly clean and usable. It ramps up steadily, matching the throttle action, which gives the rider great control at low speeds.

As we’ve come to expect from Harley-Davidson, throttle and clutch feel are both exquisite, which also contributes to the high level of control. But with all that torque available from such a low engine speed, there is plenty of power on tap. Grab a handful of throttle and spin the tire at will, or take off slow and smooth; both are easy.

The steep-backed solo seat of the Low Rider ST is comfortable and fits the West Coast aesthetic H-D was after. (John Hebert/)
The Low Rider S has turn signals mounted on the rear fender struts, but the ST has them on the LED taillight. (John Hebert/)

The leather solo seat on the ST is steeply backed to lock the rider in during hard launches, and it works well. It’s a key element in the West Coast style that Harley-Davidson is after, but with plenty of padding and an efficient design, it’s nice and comfortable as well. A passenger seat and footpegs are available from the factory.

The ST’s instrumentation consists of a small digital “tech gauge” integrated into the handlebar riser’s top clamp, which keeps things clean and simple at the handlebars. The display is laid out clearly, but it’s not incredibly bright, and it can be hard to read in the sun or while wearing a tinted helmet visor.

The ST’s gauge system is minimal and laid out well, but can be hard to read in the bright sun. (John Hebert/)

When I asked Lead Designer Dais Nagao if there were any plans to add a touchscreen display or more of the comfort features typically equipped to full touring motorcycles, he said no; that is not what H-D believes the ST customer is after. But as this bike walks the line between cruiser and bagger, I imagine preferences will be split. Cruiser riders who just want wind protection and storage will be happy to see things remain uncluttered. Bagger fans seeking a more lightweight platform can add aftermarket components to scratch that itch, but that’s not the same as having these features available from the factory.

Space around the fairing looks empty or leaves room for accessories, you decide. (John Hebert/)

H-D worked with Rockford Fosgate to develop a speaker system that fits the ST’s fairing. Without handlebar-mounted media controls or any readout of what you’re listening to, it’s hard to see how the factory’s involvement in this development benefits the product, aside from the fact that it was available immediately at the time of launch. Riders using the system will still need to control music on their phone or buy an aftermarket bluetooth controller.

Immediately available torque makes hard launches fun—and loud. (John Hebert/)
A forward-facing Heavy Breather air intake improves airflow compared to previous S models, but with mid-mounted foot controls, it would hit my knee. (John Hebert/)

Modified versions of the Softail Sport Glide’s clamshell saddlebags are mounted high above the exhaust. This mounting placement both ensures that they won’t affect lean angle and helps to achieve a high-performing and aggressive look. They each lock with a key and together provide a total of 1.9 cubic feet of storage. The bags do need to be opened to be removed, but can be taken off very quickly. I was able to get both bags off of the bike in 20 seconds.

Both saddlebags can be removed quickly and easily with a small knob inside each bag. (John Hebert/)

Paul Weiss, Harley-Davidson’s engineering manager, said that the goal was for the ST to ride just like the Low Rider S. I venture to say it rides even better. Aside from the saddlebags and fairing, the only change from this bike to that is a single-rate spring in the ST’s fork compared to the triple-rate spring on the S. We experienced excessive fork dive under hard braking on the S, but the stiffer spring rate of the ST’s fork fixed this problem with no hit to comfort.

Chassis geometry on the S and ST are identical, so the handling of these two bikes is very similar. The ST’s added 50 pounds can be felt while muscling the bike into a turn, but it’s not drastic. The fork’s stiffer spring rate balances the chassis better fore and aft while entering and exiting turns, creating a more planted road feel.

The Low Rider ST has a 43mm inverted fork with cartridge internals and a single-rate spring. (John Hebert/)
While most of the ST is well finished, the ring around the headlight unexpectedly fell off several times during our testing. (John Hebert/)

It’s understood that H-D likes to reuse names, but at what point are we calling an apple an orange? The Low Rider ST evolved from the Low Rider S, yes, but it’s now far from the elements that defined the Low Rider model. It’s easy to speculate about what’s in a name, but when a Low Rider has the tallest suspension in the Softail lineup, it doesn’t seem to fit.

The Low Rider ST weighs 50 pounds more than the S model at 719 pounds, ready to ride. While horsepower and torque numbers between the S and ST were virtually identical, the weight difference combined with aerodynamic factors added up to a slight disparity in acceleration and brake testing. The ST accelerated from 0–100 mph in 10.32 seconds compared to 9.6 on the S, and stopped from 60 mph in 137.36 feet compared to 135.21 on the lighter model. That said, one bike did not feel noticeably faster than the other in testing.

The 2022 Low Rider ST takes the now-proven Low Rider S formula and adds classic styling, wind protection, and storage. All of these additions enhance rider comfort and long-distance capability while refreshing the design in exactly the way customers have been asking for. It’s a bike that feels very right-now. Harley-Davidson, a company that  is constantly seeking the right balance of heritage and performance, has nailed it with this model.

The Low Rider ST boasts 31.3 degrees of available lean angle. (John Hebert/)

2022 Harley-Davidson Low Rider ST Specifications

MSRP:	Starting at $21,749–$22,199
Engine:	Oil/air-cooled V-twin; 2 valves/cyl.
Displacement:	117ci (1,917cc)
Bore x Stroke:	103.5 x 114.3mm
Compression Ratio:	10.2:1
Transmission/Final Drive:	6-speed/belt
Cycle World Measured Horsepower:	94.89 hp @ 4,810rpm
Cycle World Measured Torque:	114.79 lb.-ft. @ 3,470 rpm
Fuel System:	Electronic Sequential Port Fuel Injection
Clutch:	Wet, multiplate
Frame:	Steel tubular
Front Suspension:	43mm inverted cartridge fork, single-rate spring
Rear Suspension:	Coilover shock, spring preload adjustable
Front Brake:	4-piston caliper, floating disc
Rear Brake:	2-piston floating caliper, floating disc
Wheels, Front/Rear:	Radiate cast aluminum; 19 in./16 in.
Tires, Front/Rear:	Michelin Scorcher 31; 110/90B-19 / 180/70B-16
Rake/Trail:	28.0°/5.7 in.
Wheelbase:	63.6 in.
Ground Clearance:	5.9 in.
Seat Height:	28.3 in.
Fuel Capacity:	5.0 gal.
Cycle World Measured Wet Weight:	719 lb.
Contact:	harley-davidson.com

CW Measured Performance

Quarter-Mile:	12.82 sec. @ 107.86 mph
0–30 mph:	1.84 sec.
0–60 mph:	4.24 sec.
0–100 mph:	10.32 sec.
Top-Gear Roll-On, 40–60 mph:	3.9 sec.
Top-Gear Roll-On, 60–80 mph:	4.22 sec.
Braking, 30–0 mph:	32.79 ft.
Braking, 60–0 mph:	137.36 ft.

View the full article