![]() ![]() If you wear a full-face helmet (and most cruiser owners don’t), you have to be confident enough to leave it on the mirror or take it with you when you park. The right-side bag is slightly smaller than the left, with room for dual exhaust pipes under it-the distinction isn’t obvious, and odd-sided cases are common in other segments. Riders can remove the hard bags without tools and lock them with the same key used to lock the steering head. This fairing splits the difference between the bullet screens available for Harley-Davidson’s touring bikes and other cruisers, both visually and in effect. Three openings (one above the headlight and one on the side) channel air around the rider to reduce buffeting and wind noise while maintaining a sleek, athletic aesthetic. ![]() The secret to innovative fairness is aerodynamics. Changes from the bike’s stripped-down predecessor include a locking hard case that adds 1.9 cubic-feet of secure cargo room, and a clever frame-mounted fairing, which is less impressive than the Road Glide or Street Glide. The Low Rider ST uses a lot of familiar Harley-Davidson components, shapes and surfaces to build on the already popular Low Rider S. Style is subjective, but most riders would probably agree that – at least in the looks department – Harley-Davidsons rarely miss out. The overall aesthetic hasn’t changed much over the past century, but getting it just right has proved too difficult for many designers. RELATED: Here Are the 10 Best Sport Touring and GT Motorcycles on the Market Right Now A Look That’s Classic and ContemporaryĬruiser styling is deceptively simple. It should be good for over 200 miles – assuming you can be prudent with the throttle. The claimed curb weight of 721 pounds includes five gallons of gas. ![]() To slow down the bike, there are dual four-piston calipers and 300-millimeter floating rotors at the front and single two-piston calipers and 292-millimeter floating rotors at the rear. Front 43-millimeter inverted forks and a rear coil-over that’s adjustable for preload make speed and acceleration more manageable. The Low Rider ST transmits this power to the rear tire via a six-speed transmission, 10-plate wet clutch and belt final drive. Claimed peak power figures are 103 horsepower and 125 pound-feet of torque. With oil cooling and the addition of four-valve heads, the current engine is a far cry from the American V-twins of the past in both power delivery and the mill’s willingness to rev. The platform’s bones are familiar: Two air-cooled cylinders, a long-stroke crank, and pushrod valve actuation combine to deactivate a handful of torque. The heart of the Low Rider ST is the stomping, 117-cubic-inch (1,923 cubic-centimeter) Milwaukee-Eight engine. ![]()
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