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So, this is it. The Revolution Max engine finds a home in a more traditional Harley-Davidson package.
After the Pan America and the Sportster S, Harley has carefully crafted the Nightster to be as true to its core DNA as possible. How does a new-era cruiser from the Milwaukee Motor Company ride?
Ownership versus riding
The good thing about these “one tank of gas” reviews is that I have more freedom to get to know the machine on my own terms, as compared to the highly structured day ride that's the norm at a press launch event. While my colleague Andy has an in-depth report on the new Nightster in this first ride review, allow me to venture out into the weeds here and give you a taste of what it's like to live with the H-D Nightster, even if I only had it for a short time.
The Nightster and I got off to a shaky start. In my first attempt to go for a ride, I encountered a starting issue with the new motorcycle. Key fob in hand, I switched the bike into run mode and the usual start-cycle pump noises churned, I pressed the starter button and... nada. Nothing. Not even an attempt to turn over. I figured this was perhaps a dead battery issue, which seemed odd on a brand-new motorcycle, but I plugged it into my Battery Tender anyway and gave it a few hours to juice up. With a full battery indicator light on, I tried to start the Nightster again and got the same result.
A cursory search in the new Nightster rider forums and Facebook owner groups quickly illuminated the fact that a sizable number of new owners were experiencing this very issue. After crawling on the ground and removing the skid plate assembly from the Nightster to access the battery (a location that we have scratched our heads about before) and then unscrewing and reconnecting the negative terminal of the battery, the Nightster finally fired up.
Believing I had fully remedied the situation, thanks to the helpful Nightster owners in the rider forums, I went out for my ride, only to discover the Nightster had bricked again while I stopped for a coffee break. Rolling around in the dirt with borrowed tools, removing the skid plate assembly and reconnecting the battery while tourists with ice cream watched was not my favorite part of the ride. Further research revealed an easier solution: Access the main fuse by the right side of the frame at the neck tube and remove and replace it, which has the same result as disconnecting the battery. Still not a permanent solution for this electrical issue, but better than contorting myself to reach the unusual battery location and carrying the necessary tools at all times.
I completely understand the frustration and disappointment shared by new Nightster owners, and was very grateful for their knowledge; otherwise, I might have been left stranded on my very first ride. A Harley-Davidson spokesperson said that H-D released a software update that will address the software concern that occurred with some RH975 Nightster motorcycles. This software update is available for dealers to install using Digital Technician and instructions are available in the Service Bulletin M1562, which is available to Harley-Davidson dealers for reference.
To be fair, this is not the first time, nor will it be the last time, I encounter a strange mechanical issue on a brand-new bike from an OEM. In a way, I am grateful this issue is one where at least the bike is parked and not manifesting its defect while I am riding and putting me at peril (a story for another day).
On with the ride
Electrical gremlins aside, I was determined to give this new Nightster a fair shake, and so the ride must go on! Comparisons to my time on the Sportster S would be inevitable. Sliding into the seat, the Nightster cockpit already had a different look and feel.
The fancy TFT dash of the Sportster S is gone and so is all of the connectivity it brought with it. For those seeking a more minimal and uncluttered display, this is reason to rejoice. Speaking for myself, I had come to love all of the capability of that system on the Sportster S and while I understand why it has been stripped from the Nightster (a cost-cutting measure), I certainly missed it.
What was more welcome was the neutral riding position. With mid-controls and only a slight stretch to the handlebar, the Nightster is far comfier than the Sportster S with its stretched-out dragster riding position. Also appreciated are the adjustable levers for both the clutch and the front brake and, coupled with the 27.8-inch seat height, it is clear the Nightster is accommodating for shorter riders. Not to mention that the gas tank located underneath the seat also creates a very low center-of-mass motorcycle, so top heaviness or tip-over dangers are significantly reduced on the Nightster.
Fully situated in the saddle, it was time to fire up the Revolution Max power plant and see how the downsized 975T platform compared to my memories of the uncorked Sportster S 1200.
Motoring right along
It’s no secret that the Revolution Max engine is a very different animal from the air-cooled Evolution of the older Nightsters. It will not have that rumble and shake and bark of that iconic H-D V-twin still available in the Iron and Forty-Eight models. What the Revolution Max brings to the table instead is huge gains in the horsepower and torque numbers, and a reprieve from the hand- and butt-numbing vibrations of the older platform.
In the lens of my experience, it was difficult to temper expectations for the reduced 975 cc Nightster motor compared to the 1,252 cc flagship Revolution Max in the bigger, more expensive models. I am going to chalk it up to a placebo effect, but I even felt like the 975T variant sounded wimpier compared to my rosy memories of the Sportster S.
The Nightster has three ride modes to choose from: rain mode, road mode, and sport mode. Road mode was a logical place to start so I could get a sense of how the new Nightster rides and to gather my bearings.
Unsurprisingly, the road mode onboard the Nightster is not directly comparable to the road mode of the Sportster S. The Sportster S road mode still had some pep that made it a good all-around map to ride in, whereas the Nightster road mode left me wanting. Cracking open the throttle, there was a serious delay in power delivery on board the Nightster. At the end of that lingering was a meek burst of power, certainly not anything to knock my socks off. Having established this benchmark in the power modes, I promptly made the switch to sport mode and appreciated a much more lively riding experience.
Sport mode on the Nightster delivered a very happy medium between my recollection of the arm-ripping sport mode of the Sportster S and its more subdued road mode. It lived somewhere in between, a bit of a Goldilocks zone across both bikes. To be clear, the road and sport mode on the Nightster provide the same peak power, but the ways in which that power is delivered is night and day. For the intended audience of newer riders that the Nightster is geared toward, the road mode will be a safer place for riders to start their journey. As they become more familiar with the motorcycle, they will be rewarded when they toggle up for the more energetic dynamics of the sport mode on the Nightster.
Of chassis and components
While I had approached my first ride on the Sportster S with the intention of pushing it to the limits and really testing the performance of the new machine, on board the Nightster I found the Zen of a cruising attitude. Knowing in my mind that the Nightster was the new entry-level offering, that it had a calculated reduction in horsepower, I naturally eased into a fluid rather than frantic pace.
With a laid-back approach on some backcountry sweepers, the Nightster lopes along with little fuss. Where the Nightster gets instant praise over the Sportster S is in the rear suspension. With double the travel compared to its bigger brother, the Nightster is far more forgiving over rough and bumpy roads. I also award points for the Nightster's braking system. On paper, it doesn’t appear to pack more than the Sportster S, but the single disc and four-piston caliper are so much more effective on the lighter Nightster.
As far as the traffic on my little backcountry galavanting would allow, the pace of the Nightster through the corners was plenty adequate for a cruiser. No surprises from the suspension under moderate braking for turn in, a very stable mid corner, and the corner exit remained fun with the spunkiness of the sport map engaged.
The sum of all parts
In these turbulent times of uncertainty, rapid innovations, and greater emissions restrictions, Harley-Davidson is really doing the hard work of pushing their brand forward into a new era. The Pan America and Sportster S might be exciting new models, but perhaps a bit too outside the comfort zone of the majority of core H-D owners and enthusiasts. The Nightster is a moderate machine, in both its styling and function, that in my view more accurately portrays what the next generation of cruisers might actually be like. A modern engine with greater power and performance, cradled in the familiar framework of what our eyes recognize right away as a cruiser, but with just enough tweaks to allude to a futuristic American V-twin.
What is most difficult to accept is perhaps the price, especially in comparison to the Sportster S. Just a mere $1,500 separates the two, and is the extra horsepower, torque, and advanced electronics you get in the Sportster S worth $1,500 or even more? In my mind, it is, and I would probably treat myself with that upper echelon model precisely for those reasons. It’s also hard for a lot of riders to accept that we now live in an age where there isn’t an entry H-D bike under $10,000 anymore. Yet just as we roll our eyes when our grandpas talk about the days of 25-cent hamburgers, time marches on and so does inflation (as we are all painfully aware in recent days).
So, this is it. The new 2022 Harley-Davidson Nightster, the future of American cruisers. Will it be as enduring as its predecessor? A vigorous shake of the Magic 8 Ball says “Reply hazy, try again later.”
| 2022 Harley-Davidson Nightster | |
|---|---|
| Price (MSRP) | $13,499 (Vivid Black), $13,899 (other colors) |
| Engine | 975 cc, 60-degree, liquid-cooled, four-valve, V-twin |
|
Transmission, final drive |
Six-speed, belt |
| Claimed horsepower | 95 @ 7,500 rpm |
| Claimed torque | 70 foot-pounds @ 5,000 rpm |
| Frame | Steel trellis |
| Front suspension | Showa Dual Bending Valve 41 mm fork, 4.5 inches of travel |
| Rear suspension | Dual shocks adjustable for preload; 3.0 inches of travel |
| Front brake | Single 320 mm disc, four-piston caliper with ABS |
| Rear brake | Single 260 mm disc, single-piston caliper with ABS |
| Rake, trail | 30.0 degrees, 5.4 inches |
| Wheelbase | 61.3 inches |
| Seat height | 27.8 inches |
| Fuel capacity | 3.1 gallons |
| Tires | Dunlop Harley-Davidson Series, 100/90-19 front, 150/80B16 rear |
| Claimed weight | 481 pounds wet |
| Available | Now |
| Warranty | 24 months |
| More info | harley-davidson.com |
