One tank of gas through a 2022 Harley-Davidson Sportster S

Hardly a motorcyclist out there doesn’t know the iconic Sportster. Around since 1957, it's H-D’s most enduring model. In those early days, it actually did live up to the “sport” in its name, giving the European bikes a run for their money in terms of power and speed. Over the decades, the Sportster lost its edge for performance and began to cultivate a new status centered on heritage. For some, it was an affordable entry into the HOG club. For others, its simplicity made it a versatile platform for customization. And nearly all enthusiasts valued it as a traditional-looking, straightforward motorcycle in an era of increasing complication and specialization.

The 2022 Harley-Davidson Sportster S however, is a complete redesign. Is it so radically different that the Sportster die-hards will be turned off? Is it not radical enough to attract new non-typical H-D riders to the fold? Just how “sporty” is the new Sportster S, anyway? I have exactly 3.1 gallons in the tank to get to the bottom of this.

Muscle bike makeover

The Sportster S has clearly been hitting the gym. Not only is the Revolution Max 1250T engine putting up some impressive figures (121 horsepower and 94 foot-pounds of torque), but even through its design language the Sportster S is full flexing. Although the outlandishly wide 160-section front tire and bloated exhaust pipes do not tickle my design sensibilities, this Harley has a striking presence. Like a bodybuilder on stage assuming a power pose, the new Sporty is unapologetically in a perpetual state of swoll. 

Looking this good always comes at a cost, and so here begins the litany of rider ergonomic woes. The riding position on the Sportster S is stretched out, featuring forward controls and an aggressive slouch to the handlebars. For riders of all sizes, forward controls will always mean a certain forfeit of bike control through the footpegs, and rough roads will mean a sore tailbone and back. For a shorter rider like me, at five feet, four inches, my shorter limbs force me as far forward on the seat as possible, right up to the tank. I not only get seat sores much more quickly from sitting on this thin part of the saddle, but the stretch to the controls also creates a pulled-hamstring pain in my thighs and an ache between my shoulder blades, not unlike a sport bike. 

Mercifully, Harley has smartly included a mid-control setup in the parts catalog and I was able to test ride both configurations. I had an instant boost in handling capability, and the overall comfort of the Sportster is dramatically improved by the mid-controls. No more pulled hamstrings, and even the seat sores were gone once I had a more neutral position in the saddle. Taller riders be warned, though. Most of my bigger colleagues commented that the mid controls make the Sportster feel small and cramped.

Getting connected

My colleague Andy Greaser has an excellent breakdown on the magnitude of the electronics crammed into the Sportster S in his first ride review, and my experiences were very similar. The three ride modes are purposefully distinct, the dash interface uncluttered and easy to read, and the variety of other rider aids may be a bit overkill but better to have than have not. To pick up where Andy left off, I decided to test the normally arduous process of pairing a motorcycle to a cell phone and Bluetooth headset. 

I am happy to report that the dash interface and pairing process were very intuitive and I had all of my devices paired in record time. I’m not a certified technophile but I have to admit enjoying this added benefit of riding the Sportser S. With turn-by-turn navigation on the dash, my music playing, and Sena intercom all at my beck and call with a push of a button on the handlebar cluster, I was feeling pretty spoiled indeed. 

Let’s talk motor

Believe the hype. The liquid-cooled Revolution Max 1250T engine nearly knocked the wind out of me in “sport” mode. Launching off the line dragster style was my favorite part of riding the Sportster S. Brace yourself when you go for a hand full of the throttle because the Sportster S shoots forward with such force it will literally push you back in the saddle, leaving you clinging to the handlebar and whooping in your helmet. Yes, it’s that much fun. If you are fortunate enough to have a long, straight empty road in front of you, go ahead and click through those gears, because this Harley is bringing the heat through all of them. 

There’s no two ways about it — this new motor behaves, and sounds, very different from the usual Harley V-twin. While it doesn’t have the classic “American Thunder” baritone, the Sportster S still has a gratifying tenor to punctuate a good twist of the grip. And perhaps most notably does not transmit the usual numbing vibrations the older Sporty was known for.

Corner by corner

Inevitably, here is the part of the review where I say, “It’s not bad, for a Harley.” Perhaps it’s time to shed the disclaimers and speak frankly about the handling capabilities of the Sportster S. After all, Harley does list it under a “sport” category on their website, so what better time than now to judge the Sportster at face value?

When it comes to suspension, the Sportster S has leveled up from the old-gen model by featuring adjustable Showa suspension front and rear and, remarkably, a proper 43 mm inverted fork. With only 3.6 inches of travel in the front and a meager 1.5 inches of travel in the rear, however, it seems there isn’t much to adjust, after all. 

In the braking department, Harley has incorporated an all-new Brembo system with a four-piston caliper and 320 mm disc up front. In all of my panic braking tests, there just wasn’t a reassuring bite to this single-disc setup. I would prefer to see a dual-disc solution here. The weight and the power of the Sportster S warrants it.

The stretched-out bike geometry, riding position, short suspension travel, and balloon front tire all have a negative effect on the cornering capabilities of the Sportster S. When tackling some curvy roads, the initial turn-in is slow and cumbersome, mostly due to the oversized 160 front tire. Once committed to a turn, the stiff suspension and riding position are not particularly forgiving. Even the smallest bumps on the road really upset the chassis and disrupt the flow through the corner. Corner exit is an enjoyable relief however, with the Revolution Max motor rocketing out of the turn with satisfying aggression. 

A rolling contradiction

Without a doubt, the Sportster S is a radical departure from the previous model. For better or worse, there is nothing left on this bike that is simple, low-tech, or cheap. 

As for just how “sporty” the new Sportster S actually is, the answer is that it is decidedly not. It can go fast in a straight line, sure, but in all other performance aspects the Sportster S still needs the trusty old “good for a Harley” asterisk. As one of those riders who was clinging to the Bronx concept with bated breath, the Sportster S just leaves me with a deflated sigh. I suppose we can meet in the middle here and call it “sporty for a Harley,” which is honestly what I expect the H-D brand was aiming for. 

So what comes next? It’s clear from the latest round of announcements from the Harley Davidson that more models in the Sportster family are coming. Furthermore, the internet rumor mill is buzzing about a base-model Sportster with a more conventional aesthetic and detuned Revolution Max engine.

The question of real importance is, who? Who is this new generation of rider that this contemporary Sportster platform is being built for? Even after one tank of gas I am not sure I have the answer. Die-hard Sporty lovers will stick with the 883 and Forty-Eight editions until they finally leave production, and riders like me who wanted the Bronx will pout and probably just buy an Indian FTR instead. Clearly there are other riders who are happy with the direction of the new Sportster because H-D CEO Jochen Zeitz said this week that all the current Sportster S production is spoken for. 

Evolution is not a rapid process, and undeniably the bar and shield brand is going through an evolution. The Pan America was a huge stride forward for Harley, and the Sportster S is a smaller but still significant transition from cruiser to sport-cruiser. The last generation Sportster used to be considered the most archaic bike in the lineup, but the Sportster S is now a new standard in power, performance, and connectivity for Harley. It seems most fitting to let the father of evolutionary theory have the last word here:

“It is not the strongest of the species that survives, nor the most intelligent; it is the one most adaptable to change.” — Charles Darwin

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