Harley low rider s
![harley low rider s harley low rider s](https://c4599e73218e8a1eeaac-4670ffc9a067bde3f27eb168dde47f34.ssl.cf1.rackcdn.com/20FXLRSBLK/aa3f4e8c6dab7fbe00b0cb0e2417e7d5.jpg)
![harley low rider s harley low rider s](http://d2qn5pre0p0oeu.cloudfront.net/i5/17efcde9/15512ffe/742007282o.jpg)
Harley produces a 10-inch light smoke screen that might solve this problem as part of their massive 820 parts accessory catalog for $200, but our test bikes were not equipped with any accessories other than the Rockford Fosgate system. Here you can easily see the fairing cut-outs. The FXRT-inspired fairing isn’t quite a straight swap on the ST, as the massive screen on that 1986 original has been turfed for a stumpy little number that, at least for my money, is just a touch too short to avoid the dreaded helmet buffeting at anything north of 60 mph. However, the star of the Low Rider ST show is fitment of the fairing and bags that take this pretty bare-bones Low Rider S and turn it into something resembling a touring cruiser.
![harley low rider s harley low rider s](https://i.ytimg.com/vi/kEXKI58fqHI/maxresdefault.jpg)
Point where you want to go and the chassis takes you there, although the weight of 720 pounds ready to ride, and the wheelbase of 63.6 inches dictates that quick changes of direction are not this bike’s forte. The ST loves canyon backroads and will be a happy companion when it comes to long sweepers. Big ol’ LED headlight nestles tightly upfront. The air filter can get in the way of riders with longer legs. Here is 117 cubic inches of American grunt. I haven’t ridden the Low Rider S so I can’t compare the two but from the ST, I found the ride just on the right side of stiff, a good thing as most Harley’s I ride simply don’t have enough support for fast riding with the fork often plunging through the stroke under braking. The ST runs a single rate front spring compared to the triple rate spring on the Low Rider S to help maintain chassis composure with an extra 50 pounds lugged onto the ST.
![harley low rider s harley low rider s](https://57a8a2578b0e6d4cab3e-512a7403655578670d23764580da8594.ssl.cf1.rackcdn.com/1HD1GS824GC323914/e715bd2a85a52674c8f02c8d9c2814e9.jpg)
The gearbox action is vastly improved from the last Low Rider I rode about five years ago and gives the machine an enhanced quality feel earlier Low Rider S models lacked. The motor is mated to your standard six speed gearbox with sixth being an overdrive for highway fuel mileage and, truth be told, I hardly ever saw it flash up on the miniature digital dash mounted to the handlebar cross brace. The FXRT-style fairing certainly catches your attention. There’s no rider aids here-no TC, no variable rider modes-but the way in which the Milwaukee-Eight delivers its performance, one has to really question if they are required. There’s also 105 horsepower on tap, which Harley says peaks at 5020 rpm, so jamming the throttle open at anything from low-speed canyons to highway speeds is met with instant thrust. You can rev the big twin out if you wish but there’s really no point as the best performance is found between 2500-4000 rpm, at which point the torque begins to taper off. H-D is quoting 125 lb-ft of torque at 3500 rpm for the ST’s beating heart and it’s mated to a beautifully smooth initial throttle response that does a remarkable job of metering the level of torque in a precise fashion. It’s got the same engine and chassis specs, so beneath you sits the 117 c.i (1917cc) Milwaukee-Eight V-twin, which is the largest production motor Harley makes for sale to the general public. In creating the ST, Harley-Davidson have essentially taken the Low Rider S and thrown a screen and bags at it.