I wouldn’t go so far as to call this bike flickable, but a reduction in rake geometry (from 30 degrees to 28), certainly makes tossing all 680 pounds of bike to-and-fro an easy affair at speed. It doesn’t take long to hit the 30.1-degree lean angle limits thankfully the pegs aren’t rigid-mounted. Running through the kinks that pervade the Laguna Mountains outside of San Diego, the LRS felt planted, stable and hungry for more. Up front, the LRS rides on a set of inverted 43mm Showa internal-cartridge forks in the rear, there’s a preload-adjustable coilover shock. The hard-bits beneath are both stiffer and lighter than the outgoing Dyna frame, so handling is more communicative on the 2020 Low Rider S (which shall heretofore be referred to as the LRS).
Much of the credit for the Low Rider’s greatness goes to its Softail architecture. Combine that with the silhouette the Low Rider S throws, and it makes a strong argument for the “live to ride, ride to live” mindset.
At idle, sure, it’s a loping potato-potato affair, but between 3,200 and 4,500 rpm, the Low Rider S bellows gruff Americana. I don’t worship at the church of “loud pipes save lives”, but there’s really nothing else like the rumble of a Harley V-Twin. Vibrations can get a bit heavy when you crest 5,500 rpm, but an upshift cures that.Īnd then, of course, there’s the sound. With such a grunty mill, you rarely need worry about downshifting to set up a corner or pop out to pass slower-moving vehicles. That not only turns on-ramps into drag strips, but makes powering through the canyons an absolute blast. Throttle response is smooth and intuitive with barely a half-rotation of the grip, there’s more than enough grunt to surge away from damn near anything.ĭisplacing nearly two liters (1,869cc) of space, there’s 119 pound-feet of twist available from a mere 3,000 rpm. The 45-degree, 114 cubic-inch, Milwaukee-Eight V-Twin engine powering the Low Rider S is a monstrous lump of noise and torque. There’s a reason why H-D’s official name is The Harley-Davidson Motor Company. Case in point: the 2020 Harley-Davidson Low Rider S. In fact, Harley’s getting better at what they already do best. With their recent foray into battery power (the LiveWire) and a stated commitment to exploring turf not currently populated by Bar-and-Shield logos, Harley-Davidson is clearly aiming to maintain its prominence by reaching new demographics.īut what about the riders already bleeding orange and black? Do these moves mean Harley-Davidson is willing to sacrifice the faithful audience that’s built their current empire? Not a chance. Despite faltering sales of late, they still command the lion’s share of the North American market, and every move they make draws attention and scrutiny. There’s no denying Harley-Davidson’s importance to the world of motorcycling. Powertrain: 114-cubic-inch V-twin, six-speed belt drive transmission 119 pound-feet of torque
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