2021 Harley-Davidson Sportster S first ride review

If the wild S isn’t the Sportster replacement you expected, don’t worry. The Revolution Max platform will expand to include styles more familiar to Milwaukee’s faithful, although Harley was understandably tight-lipped about “future products” during the launch of the Sportster S.

I’m sure something with a classic Sportster silhouette will debut soon, along with an unknown number of additional models. But before any of that can happen, Harley wants the flagship Sportster S to build excitement for the new line with power, technology, and style all “turned up to 11,” said Harley’s VP of Styling Brad Richards.

“To call it the ultimate Sportster is an understatement,” added Harley President and CEO Jochen Zeitz. I agree. From a performance perspective, the S blows the wheels off any Sporty I’ve ever ridden. No contest.

The Sportster S is a radical step forward for the MoCo, as well as the Sportster legacy, which Richards called “a brand within a brand.” Resistance to change drove the Sportster’s desirability for most of Harley’s modern history — what else matches its cult status or easy customization? We know the workhorse Evolution engine powering the last generation of Sportsters will be retired soon, as tightening emissions standards choke it out, so Harley is starting from scratch with the new Sportster lineup, and it all begins here. I’ll say this before getting into the nuts and bolts of this motorcycle: If you’re so excited by the S that you’d drop $14,999 on one, I don’t think you’ll be disappointed.

How did we get here?

On paper, the Revolution Max seems like a descendant of the Revolution engine that powered the V-Rod, but Harley assured us that they aren’t closely related. Maybe that’s a story for another time. The 1250T variant that motivates the Sportster S traces back to our first glimpse of the Revolution Max a couple years ago, which also included the Pan America adventure bike and Bronx streetfighter concepts. (The former went on to become the best-selling adventure motorcycle in the United States for the last two months according to Harley-Davidson, while the latter got back-burnered or worse.) Later, a “Custom 1250” concept was revealed. While nothing like the Pan America or Bronx had been seen since the Buell era, the Custom’s only precedents were its stylistic references to other Harley icons. I wasn’t the only member of the Common Tread team floored to see the funky Custom reach production before the Bronx. As it would turn out, that was the first of many surprises surrounding this model.

In the design brief for the Sportster S, Harley allowed words like “undefinable” and “irrational” alongside “thrill” and “custom” for a project intended to push their boundaries. The phrase “white space” was used several times to describe the bike’s position within the world of motorcycles Harley produces. What would you call it? The wheels say bobber, the seat and pipes say street tracker, and the forward controls under a Fat Bob headlight say cruiser. The powerplant and technology suite add a performance aspect. Sport cruiser? Middleweight muscle? Fat tracker? I think Harley would just say, “Something new.”

Chassis and engine

The Sportster S frame uses its Revolution Max 1250T as a stressed member for reduced weight and improved stiffness. The other components bolt directly to the powertrain: a steel trellis headstock section, an aluminum midsection that also holds the swingarm, and a steel trellis tail. Short-travel Showa suspension, fully adjustable, holds the bike’s cartoon wheels. 

Yeah, we need to talk about the wheels. This Sportster uses a 160/70R17 on the front (not a typo) and a 180/70R16 out back in Dunlop’s new GT503 tires created specifically for this motorcycle. The design of the cast wheels emphasizes the bulk of the tires with a broad rim to suggest even more sidewall. Looking straight on at the front tire reveals a more pointed profile than the looks suggest, which will be important soon.

The 1250T is a fully modern engine with a separate tune from the Pan America’s setup. Harley gets 120 horsepower and 94 foot-pounds of torque out of this liquid-cooled, 60-degree, DOHC V-twin with four valves per cylinder and variable valve timing. Compression is a healthy 12:1, so 91 octane, please. The 90-degree firing order gives an impression of the Harley lilt at idle, but with all the hot-rodding the Revolution Max has over the Evolution, the similarities disappear as revs climb.

Design and styling

Harley-Davidson’s engineering and styling departments are, amazingly, still on speaking terms after the release of the new Sportster S. This complex model must have demanded more compromise and collaboration than any of their recent models, including the Pan America. 

The Sportster S is built like a bouncer and it glares like one, too, with its “pill” Daymaker headlight exaggerating its width. Of course, the Revolution 1250T is on full display as the keystone to the Sporty’s identity. Harley-Davidson has a long tradition of preferring the right side of their motorcycles as the “show” side, and this is no exception. Notice that the single front brake disc is on the left side to show off the steamroller front tire.

Take a closer look at that handlebar. Harley learned that potential customers didn’t like the large diameter grips found on their models, so they’re running a large ‘bar that necks down to seven eighths of an inch right before the controls. This gives the appearance of Harley’s usual fare without the bulk at the grips. Tricky stuff.

Ride technologies

There’s plenty to cover here, so if you just want riding impressions, skip down a section, though I think that’d be a mistake if you’re genuinely interested in this motorcycle. Harley draped the Sportster S with every bell and whistle they could dream up, and in my opinion, the tech allows Harley to justifiably position the S as a halo bike among Sportsters.

Using the dash and buttons on the switch pods, riders can access and alter all kinds of features. The easiest way to alter the riding experience is to change engine modes with a dedicated button near the right index finger. Modes (Sport, Road, Rain, and two left open for customization) can be swapped on the fly.

• Sport Mode: Sharpest throttle response, full power, riding aids are toned down. This is the one for getting the holeshot from the light.
• Road Mode: Smoother throttle response, ample power, riding aids at the ready. Less brutality, more control.
• Rain Mode: Did I lose a cylinder? Power is severely stepped down, riding aids are cranked all the way up. You’ll be glad for it in a downpour. Harley suggested that a beginner might learn their way around this bike with rain mode, too.

The Sportster gets wheelie and stoppie control thanks to a six-axis IMU, plus cornering-enhanced ABS and traction control. Power delivery and engine braking, among other features, can be adjusted from the Sportster S dash. It is possible to cook up, for example, an unrestricted mode with full power and the absolute minimum of tech intervention, then save that mode into one of the custom slots. Cornering traction control has three levels and can be disabled in any mode when the bike is stopped. A drag-torque slip control system, which prevents slides after abrupt downshifts, cruise control, and a tire pressure monitoring system round out the rider aid suite. 

Riding impressions

Harley-Davidson offered the opportunity to test the Sportster S on the Angeles Crest Highway, holy ground for motorcyclists, but we had to get out of Los Angeles first. Pulling the 503-pound Sportster S off its side stand reveals a slammed center of gravity to match the bike’s visual density. A quick startup animation plays on the round TFT dash as I thumb the starter. The 1250T spins up and settles to an eager thrummmm with whistling at the edges of its sound. The Sportster S starts in the last ride mode used, Road in my case, so a little highway icon appears at the top of the dash. The tach curves around the edge of the display to its redline of 9,500 rpm, ready for exploration. Enough preposition. Let’s get into it.

The riding position pitches my upper body forwards for a good view of that colossal front tire. The reach to the forward foot controls isn’t as wild as it looks from the curb. Believe it or not, the rider triangle is almost identical to the Forty-Eight’s. A positive click later, the Sportster and I are on our way.

The S is balanced and predictable around town. Use the torque and low first gear to plod along in traffic until an opening or pass presents itself. Bwaaaah! The Sporty leaps forward to claim pole position at the next light. This thing can hustle. Let off the throttle, and the twin pipes give some decel pops and chuffs. 

As we trawled our way out of downtown L.A., exhaust temperatures climbed until the heat under my right leg got pretty serious. The Sportster S uses a two-into-one-into-two arrangement with a catalytic converter under the black heat shield. Even with single-layer riding jeans, the heat couldn’t be ignored while stopped. I’d say it was as hot as a sweltering Big Twin would be in gridlock despite the advantage of liquid cooling. Right leg temperature is no issue at all once moving again, so we fought and filtered our way to the freeway for a short blast to the Crest.

Harley provided a couple S models with the optional mid controls installed for a comparison. I tried one and realized that the forwards were a better fit for me. The mids were too cramped for my six-foot frame, much like the Indian Chief Dark Horse I recently reviewed. The difference between mid and forward controls was only a few inches, anyway, as the factory forwards are on the mild side so they clear the Sportster’s radiator.

As the on-ramp approaches, I swap to Sport mode, steady my grip, punch it, and the Sportster S takes off as quickly as I’m willing to give it the beans. Hey, this Revolution Max makes some nice sounds! It’s throaty, obviously toned down by the stock exhaust, and hi-po without wandering into Eurobike territory. Powerful V-twins from Ducati and KTMs spin higher and faster, whereas the 1250T digs hard from the bottom and middle with a bark to match. Sport mode pulls are stupid fun on this motorcycle. The Sportster S has no trouble hanging with traffic, with the 1250T more than potent enough to pass, or play with, whatever’s in the neighboring lane.

Just avoid bumps! The short-stroke rear suspension is worst on sharp transitions, like a highway bridge, at speed. I bounced off the seat, as did the rider in front of me, on our first big strike. Lesson learned: Find plenty of smooth runway before enjoying the rush of Sport launches, or I'll be the third amateur astronaut on the edge of space this month.

Sportster S versus the Angeles Crest

Up to this point, the Sportster handled as I’d expected. Hot and zippy in the city, dang fast on the straights. How would it handle corners? The Angeles Crest Highway exit sign told me I was about to find out.

I expected to spend the Crest tiptoeing around the Sportster S’s many eyebrow-raising features, which include those 120 full-grown ponies, The Megatire, minimal rear suspension travel, forwards, 34 degrees of lean angle, and a single front brake disc. All those expectations were blown away after the first set of curves. What’s irrational, Harley-Davidson, is how much fun the Sportster S can be on a moderate canyon road. No, it’s not a sport bike, and it isn’t meant to keep up with one. Who cares? The pure enjoyment comes from rocketing up a hill, crouching into a corner for a good sweep, and hammering right back on the gas near the exit because you’ve got size 14 contact patches and the rider aids haven’t even kicked in yet. The grip and confidence were nothing short of impressive. It’s not the “riding on rails” feeling of a sport or naked machine so much as it just stays glued and stable. The 30-degree rake helps with that planted feeling. I couldn't tell you what style of bike I was riding, exactly, but I wanted more.

As we climbed the Crest towards Newcomb’s Ranch, we fell into a rhythm, trying to keep the 1250T on the boil past the curve signs. Was it strange guiding triple-digit horsepower into twists feet-first? Yes, for a little while, and then it was no big deal. I quickly found that boots touch down long before the peg feelers with the Sportster S forwards. Of all bikes to ride along the Crest, a Sporty wouldn’t have been anywhere near my first choice in the past, and here I was laughing in my helmet and not worried for my safety. The “ultimate Sportster” had surprised again. 

Power delivery is linear as they come and the fat midrange creates a “happy zone” that stretches all the way from 3,750 to 7,500 rpm. The engine willingly ventures above and beyond those limits, but for fun and power delivery once underway, keep your options open in that midrange.

Here’s a little more detail on the experience. The steering would be extra heavy without the wide handlebar, so it works out to medium-heavy, I think. The sensation of dipping into a turn, or transitioning between turns, is pronounced and requires deliberate input. The Sportster S suspension stays put until another deliberate bar movement pulls it back upright. Pushing to countersteer while leaning towards the inside mirror is more comfortable than it looks. My sorest spots at the end of the day were the ligaments behind my knee, as my hamstrings had been bracing my feet against the forwards all afternoon. I cannot explain why the seat wasn't a comfort issue after the day's ride. Can I have some of that magic foam for my 600?

The ratios for the six transmission speeds were good matches for the power delivery, although the shifting action wasn’t as tight as the rest of the engine. The long shifting linkage is probably to blame for the slight play. 

As for the brakes, the single front disc and its Brembo four-pot are fine for this motorcycle and the riding it will probably see. Would the bike benefit from sharper dual brakes? Definitely. Does it need them? Not at all. The rear brake also did everything that was asked of it without incident. I’d like to try a Sportster “RS” with twin discs just to compare, if they ever build such a bike.

By the time we worked our way down the other side of the mountains, the machine that seemed so lost in its own looks made a lot more sense. 

Highlights

The Sportster S is immensely fun to ride if you don't mind the riding position. Harley has a hit on their hands with the Revolution Max and its balance of character and modern punch. I don’t say that in a “good for a Harley” way. This is a straight-up desirable engine. Better yet, it’s modular and designed for easy modification. 

The chassis and handling are shockingly competent considering Harley’s... unconventional choices with ergonomics, tires, and suspension. Distinct ride modes make the S feel like three bikes in one, plus those two more ride modes customized to your liking. The tech borders on overkill, but all of it functions very well. (Important to note that I did not try Harley’s navigation or music controls on this ride.) Premium pricing demands premium features, after all, and the Sportster S has almost everything. A quickshifter is the only missing feature Harley’s rivals might hold over it. I don’t think the bike needs one, since the powerband is as wide as the front tire. Some will disagree.

Additionally, the Sportster S shows that when Harley-Davidson is backed into a corner by outside forces, they have what it takes to come out swinging. Don’t expect the rest of their upcoming motorcycles to be quite so “irrational” or “undefinable” — they still have their core customers and image to serve. All in good time. For now, let the Sportster S have its moment as the bike Harley builds when they dream of something other than surefire sales to hardcore traditionalists.

None of this would matter if it wasn’t a riot out on the road. You owe yourself a test ride if you dig the looks. I thrashed the engine all around the Crest, running it way up and down the tach as I tried to figure out what engine this reminded me of. Even though I never found a satisfactory answer, that didn't stop me from having a good time, and that's right in line with what Harley wanted the Sportster S to be.

Lowlights

The rear suspension is the biggest limitation to fully enjoying the Sportster S. While the bike needs more rear travel, the S would lose the concept looks that Harley worked so hard to preserve, and at that point, they might as well just build a completely different model. Style topped performance this time. One look at the bike says all you need to know about the priority level assigned to rider comfort, anyway, so this shouldn’t come as a shock.

The side stand is another issue. Harley ships the S with miniature landing gear to match its low stance, which is fine, except the down position takes a firm nudge to be sure it is fully extended. I thought I fully deployed the stand after my first ride, only to catch the falling bike by sheer luck moments later. Whew! Even worse, it is possible to ride away with the stand down. I made a habit of double-checking the stand at every stop and start to avoid further excitement.

My last issue doesn’t affect the motorcycle’s function at all, but it still bothers me. The clutch lever has a matte, textured finish, while the Brembo-equipped brake lever is gloss black. Harley-Davidson is celebrated around the world for their fit and finish. Levers, of all things, are contact points used on every ride. Why are these different?

Neither high- nor lowlights, just odd stuff

The Sportster S has a few quirks related to shifting. First, the bike’s ability to rev is limited while in neutral. This was oddly helpful when I missed a first-to-second shift and landed in neutral, where my requests for more revs (thinking I was in second) were denied. I gave second gear a second try, all was well, and I didn’t experience that again.

Another oddity from the Sportster’s computer control is an inability to blip the throttle for rev matching. Yep, no blips. Instead, a quick twist of the throttle after clutching in is neutered. Muscle memory presses on, the left foot downshifts, and the clutch is released. Between the bike’s brain and slipper clutch, the revs actually stay right where they were when the clutch was pulled, except now I’m one gear lower. It is possible to force a blip, but that takes a little planning, and the traction control light will flash. I call this a quirk instead of a problem because it didn’t detract from the ride for me. The spread of power is so broad that it will accelerate from the middle of third just as well as it will dig the bottom of fourth, for example.

Then there’s the starter. Occasionally, the bike produces a high-pitched whine, like a huge fuel pump, instead of starting. I’m told this has to do with the starter motor trying to spin the motor out of a difficult resting position. Just hit the button again and it lights right off. All the test bikes seemed to do this from time to time, and I never saw a Sportster S take more than two cranks to start.

And Harley, if I could make a suggestion, the ride mode indicator on the default display should trade places with the gear indicator for the prime spot at the top of the dash. Riders will change gears far more often than they will change ride modes, so the gear indicator should take priority where it is easier to see.

The Sportster is dead, long live the Sportster

Harley’s right, there has never been a Sportster like the Sportster S. It’s so reimagined, and so distinctive, that its appearance and performance will practically self-select customers for the “undefinable” genre Harley hopes to have created here. I think most people will love it or hate it at first sight, but no matter how they feel, they won’t confuse it with anything from the last 65 years of Sporty production. It’s like Harley saved up decades of Sportster innovation and spent it all on one model.

I thought the Sportster S would be such a handful that I’d miss the enjoyment and scenery of the Angeles Crest Highway. I was wrong. Not only was the S a hoot to blast around the corners, it didn’t require so much attention that I couldn’t take in the simple pleasures of motorcycling, too.

The "white space" positioning of this motorcycle means it will square off across a range of competitors. There's the Fat Bob, along with Harley's other power cruiser models. The Sportster Forty-Eight could also be in the running. Outside the MoCo, I could see this motorcycle being cross-shopped against Indian Scouts, FTRs, and Chief variants. Why not the Diavel or XDiavel? The Triumph Bobber? BMW R nineTs or even R18s? Naked bikes? Maybe it is a mark of success for Harley-Davidson that their mutant could face such a broad range of models from other players.

I’d say Harley’s future with the Sportster and Revolution Max is looking up. They have a legendary badge and a killer powerplant, and if the Sportster S is anything to go by, they’re willing to take big risks. Let’s see a traditional, less expensive Sportster design with Rev Max power. Drag that Bronx out again and put this engine in a proper street chassis. Spin up an actual street tracker. Whatever. I’m genuinely excited to see, and ride, their next move with this line.

Until then, the Sportster S will be the lone pioneer of its generation, and a truly unique motorcycle for the money if a test ride doesn't turn you off to its eccentricities. S models will be available in Vivid Black ($14,999), Midnight Crimson or Stone Washed White Pearl (both $15,349). Look for them in dealerships starting in fall of this year.