Milwaukee muscle at a trackday launch? The surprises for Wattie didn’t end there. Who knew 400 kilos of chrome could dance like this…
Something that wasn’t on my bingo card this year was Harley-Davidson hosting a model launch at a racetrack. But there we were, at Sydney Motorsport Park for their Dirt, Road and Track (DRT) Experience. In years gone by, you wouldn’t have dreamed of punting Milwaukee muscle around a track – but ever since the King of the Baggers series kicked off, the Harley-Davidson Bagger World Cup people are clearly abuzz at the idea.
The DRT event got off to a rocky start; rain of biblical proportions hit the track overnight and made a mess of the off-road area of SMSP and was quickly abandoned. Eight fresh off-road tyre-equipped Pan Americas were sadly left unridden for the day (but don’t worry, AMCN will get our mitts on one soon). Part of me was sad to miss out on riding the wild hog in the mud, but it meant more track time to play on the rest of the bikes.
We had a quick rip on the Bagger simulator – which is a complete bike set up on a rig to lean over and with brakes and throttle set up to work like a real bike. The simulator was based off the MotoGP game and the track was Phillip Island. I set the second-fastest time and was quietly bummed about this until I read that the fastest time was by Joe Rascal Racing’s Maddog Archie McDonald, who would go on to win the first Harley-Davidson Bagger World Cup race in Texas. I’ll live with that.
CVO ACTION
For 2026, the updates are mainly centred around the CVO (Custom Vehicle Operations) range with five updated or new models but you can tell H-D are really ‘leaning in’ to the Bagger racing buzz. The top-end performers and the only CVO bikes we had to ride were the CVO Street Glide ST and the CVO Road Glide ST that feature the 121 cubic inch (1983cc) high-output engine package, forged carbon fibre accessories, lightweight wheels, slim footboards, DLC coated inverted forks, adjustable rear shocks with remote reservoirs, titanium mufflers, high-performance brakes and special track ride modes. But, in true H-D style, you still get a pimping Rockford Fosgate sound system so you can rock out while embarrassing sportsbikes.
This pair of bikes, in the Inferno Grey or the Electric Coast Blue colours, will set you back a touch under $65,000 ride away. This dollar amount was a little unsettling as I rolled out of pit lane and onto a damp racetrack for the first time. These two bikes are easily the most expensive I have ever ridden, and about two minutes later I was barrelling towards turn one at SMSP right on the 200km/h built-in speed limiter.
And, yes, they could go even faster without the electronic limiter.
The 121ci high-output engine performs best in the higher part of the rev range. This engine is made to rev and it sounds gloriously angry in full flight, making a proper ruckus. It punches well off the corners, considering there’s 380kg of freedom to propel. This high-output engine makes 94kW (126hp) and 193Nm, which is 8kW and 10Nm more than the 121 cube VVT engine.
H-D quote a permissible lean angle of 31 degrees – which is a far cry from a superbike’s 55-ish degrees, but with a bit of hanging off the side you can get some impressive corner speed out of these big rigs without grinding the sides of the bike away into the bitumen. The brakes are more than up to the task of bringing the big dogs back to normal speeds too, even on the track. Impressive.
On the road, the two CVOs were a dream; they turn heads like nothing else, especially with Pink Pony Club playing full noise in traffic. The engine is as smooth as butter and I found myself running a gear or two lower than I normally would as the engine is smooth and comfortable a bit higher in the rev range.
The Road Glide versus Street Glide is an ongoing debate; I personally like the feel of the Road Glide more – it feels lighter to manoeuvre with less weight on the ’bars. Comfort is A+ on both bikes, and they share the same electronics package etc.
LOW RIDERS
Getting onto the cruiser range was like taking a step back in time to when Harleys were a bit less polished. The Low Rider S and Low Rider ST are your more traditional street brawler kind of bikes. Fewer fancy electronics, a single round gauge showing speed, ride mode, gear position and revs etc.
The Low Riders feature the Milwaukee-Eight 117ci (1917cc) high-output engine putting out 85kW (114hp) and 173Nm. This is down a bit on the CVO beasts, but with 80kg less weight to throw around it makes them quite agile by comparison.
The Low Rider S was fitted up with Öhlins front and rear suspension, Screamin’ Eagle exhaust, air filter and a tune. It was a fair rocket, with ground clearance to match the performance.
The Low Riders also have fairly high-mounted footrests to keep your feet up and way from the ground for maximum crankage in the bends.
The ST, with its front fairing and bags, makes for a bit more of a pleasant ride thanks to the extra protection – but offers the same performance and feeling.
These rigs were also hitting 200km/h with relative ease on the track; out on the road they felt quite agile and handled backroads with ease. They are also slim enough for filtering through traffic with less issue than the big bikes.
The Low Rider S in stock form is $34,750 and the ST is $38,995 ride away. These bikes are peak performers in the traditional Harley-Davidson set. They are raw, no frills and anything you don’t need isn’t on them.
The Gentleman’s Cruiser
For a change of pace, I threw a leg over the Street Glide Limited, tuned into the ABC on the radio and cruised for a few laps in absolute comfort. My dad used to own an Electraglide Ultra Classic a while back and I loved taking it for a spin. But, wow, they have come a long way since then.
The Street Glide Limited is propelled by the Milwaukee-Eight 117ci VVT engine. This engine is ultra-flexible; it will chug along at idle, or it can be revved all the way out and it is silky smooth for a big lumpy V-twin. When it hit the electronic speed limiter at 180km/h down the straight, it felt like I was doing about 120 to be honest without all the wind.
It is a bit quiet for H-D purists, but I guess you don’t want the exhaust noise drowning out your tunes or the news when on the highway to hell.
The wind protection is sensational. I would have ridden around with my visor up if I was allowed. The lean angle is ample for a Sunday cruise but, as expected, not overly racy. This really is the gentleman’s cruiser. Your pillion will be treated to a throne fit for a queen and with their own heater and set of speakers. Bliss!
The only time you really feel the 405kg is getting it off the sidestand or when coming to a stop. With me on it, that’s half a tonne. But once that clutch is out, it just melts away.
SPORTSTER AND NIGHTSTER
The new kids on the block are the Sportster S and the Nightster S. Climbing on the Sportster S was a strange feeling after regular or traditional Harleys. It feels taller, with lower ’bars and forward foot controls. It does not fit the mould. The handgrips are smaller, the dash is fully digital and all the handlebar controls are different. Not better or worse, just different. Then, when I rolled out of the pits and peaked over the dash and down at the front wheel, I saw it was almost as wide as the rear tyre. “What the hell?” I thought to myself. As the track was now wet, I tiptoed around to get a feeling for it and realised that everything was fine and dandy.
I revisited the S later on when the track was dry for a proper rip as it deserved much more than the laps I’d spun in the wet. The Sportster S is powered by the Revolution Max 1250T engine. They should have called this the Revelation Max. Holy smoke, it howls!
Putting out 112kW (150hp) and 128Nm, this bike feels like it revs to the moon and pulls the whole way there. Trying to hang onto it at full noise was a mission in itself with absolutely zero wind protection. I saw 215km/h at the end of the straight on the speedo and it was still hauling. It is a rocket.
Handling? Well, the brakes are great and that big front tyre is just fine as well, but the lean angle does not match the speed it can carry. H-D quote 35 degrees of available angle; that’s better than the big bikes but I wanted more. It felt criminal for a bike to pull this well and not be able to exploit it. It was easy to throw around too, thanks to its relatively light weight. It comes in at just 228kg, which is a feather compared to other H-Ds in the pits. I didn’t get to ride the Sportster on the road but I’ve added it to my wishlist after it successfully blew my mind. At $23,995 ride away, bang for buck is high on the Sportster S.
The Nightster S is powered by the Revolution Max 975T engine. The Nightster feels pintsized after riding the other bikes; seat height is just 715mm. Great for vertically challenged individuals but don’t be put off by this; it is the little bike that could. The 975cc engine is a proper ripper and, like its 1250cc stablemates, revs to the moon compared to the traditional Harleys. It pumps out 66kW (88.5hp) and 95Nm, and hit its speed limiter at 180km/h with ease at the track.
While its low ride height did reduce its available lean angle, it was able to keep up with the big bikes without too much hassle.
The Nightster only runs a single disc up front, indicating that its lower weight and lower power level doesn’t warrant an extra disc. The brakes felt fine to me and the suspension, while soft, stood up to my punishment. As with the Sporty, I didn’t get to ride it on the road, but it felt light and easy to manage. I see not issues arising.
Another bonus of the Revolution Max engines are the slick and crispy gear changes. They are light and gentle to operate, unlike the big solid clunks of the Milwaukee-Eight boxes. The Nightster S is listed at $21,495 and is the entry-level bike in the range for full licence holders. It is another surprise packet.
Best till last?
The last bike I jumped on was a wild hog. I last rode the Pan America back in the Covid days. I remember riding it out in the bush and getting a call that we were going into lockdown the next day and to get it back to H-D in a hurry. I felt there was unfinished business – and there still is, since the dirt section of the day was rained out.
I suspected what was waiting for me and I wasn’t disappointed. Adventure bikes aren’t just for the dirt; put road tyres on them and you have essentially a high-powered (slightly heavy) supermotard. The Pan America is like no Harley-Davidson that went before it.
Powered by the Revolution Max 1250, punching out 112kW (150hp) and 128Nm and weighing in at 263kg, it has a quoted permissible lean angle of 42 degrees. Now that is a lean angle like no other H-D. As an extra bonus, this bike was fitted with Michelin Pilot Road 6 tyres, not track tyres by any means especially with a 19-inch front wheel, but good enough to exploit the extra ground clearance.
The Pan America is tall, comfortable and well protected from the wind thanks to the big screen. Maybe not as well protected as the Street Glide Limited, but this one goes off-road too, so let’s not be critical. It pulls quite strong; a bit less brutal than the Sportster S, and it feels like the gearing is longer. I saw 225km/h on the speedo as I tipped into turn one. I felt confident of having seemingly endless ground clearance and I was able to get really stuck into the corners and get on the gas early. The electric suspension adjusts pre-load depending on the rider weight and the damping according to the ride mode selected, so with sport mode dialled up, the suspension was firm and great for the track.
The Brembo brakes were flawless, as expected. I managed to set my fastest lap time of the day by a good seven seconds on the Pan America. A 1:55:05 around SMSP for those who ride the track.
On the road, the Pan America was a corner-carving machine and a breeze to ride. As long as you can touch the ground; the 850mm seat height is by far the tallest from H-D. The Pan America Special retails for $28,995 ride away, which feels like an absolute steal for the level of equipment and performance compared to other bikes in the range.
So, it’s safe to say the Harley-Davidson DRT experience has whetted my appetite appropriately and I will be seeking an off-road tyre-equipped Pan America for some dirt action and maybe a Sportster S or a 131-cube Breakout to stretch my arms a bit.
There are two things I never even dreamt of: thrashing Harley-Davidsons around a racetrack, and watching Harley-Davidson baggers racing in a World Cup alongside MotoGP.
What a time to be alive.
✅ PROS – Every engine roars like it stole something, no matter the size; electronics and suspension make even 400kg cruisers behave like ballerinas; lean angles surprisingly cheeky; awesome sound systems.
❌ CONS – Some models leave electronics or wind protection out (nostalgia has a cost); CVOs will make your wallet cry louder than the V-twin; seat heights and reach may turn shorter riders into professional tippy-toers.
Three’s a crowd?
Three-wheelers may not be everyone’s cup of tea, but if they are up your alley, Harley-Davidson have given theirs a major overhaul. Previous trikes in the range feel like they were almost slapped together compared to the updated versions and there are now three models to choose from: Road Glide 3, Street Glide 3 Limited and a pimped-out CVO Street Glide 3 Limited.
The Road Glide 3 and the Street Glide 3 Limited both run the 117ci VVT engine, while the CVO Model rolls with a 121ci VVT engine. They feature similar equipment to their two-wheeled counterparts, and have been given a massive upgrade around the rear suspension.
The rear suspension has had a travel increase of 117 per cent to 13cm, with a full redesign to cut 30kg of unsprung weight while fitting a wider watts linkage rear end to increase stability in corners and across bumps. They also have a new reverse gear set-up utilising the starter motor. While we weren’t able to test the three wheelers at the DRT Experience, they will be in dealers with prices listed as $60,995 for the Road Glide 3, $63,995 on the Street Glide 3 Limited and $90,495 ride away for the CVO Street Glide 3 Limited.
