The reason for its existence is that it is a straight-line leader with a strong personality. The Harley Sportster S is a bundle of individuality.

Harley-Davidson Sportster S…Starting from 1,998,800 yen (Reservations begin March 21, 2025)

The intense acceleration feels like being kicked away, just like a sledgehammer.

I was once seriously considering buying an air-cooled XL883 (Papasan), but long after my enthusiasm had died down, the water-cooled Sportster S was released and I was very pleased with it. Although it has a modern design overall, the styling, which is likely an homage to the old flat track racer XR750, is flawless, and its overwhelming sense of compactness is unmatched. There are pros and cons to this bike, as it bears the traditional “Sportster” name, but if you’re looking for styling from the air-cooled era, the 975cc “Nightster Special” might be the way to go.

The engine installed in the Sportster S is based on the Revolution Max of the Pan America series, and is named “Revolution Max T” because it has increased torque in the low and mid-range. There are five riding modes: Sport, Road, Rain, Custom A, and Custom B, and the transmission is a modern 6-speed.

The previous V-ROD series was also a water-cooled 60-degree V-twin, but when you actually start riding it, you notice that it feels a little different. That’s because this engine has its crankpins phased 30 degrees, giving it the same firing intervals as a 90-degree V-twin. When I heard this, I thought, “I bet it’s possible to virtually create a traditional Harley-Davidson 45-degree V-twin using the same method,” but the reason they didn’t do that is probably because there are some benefits to the firing intervals of a 90-degree V-twin (or a parallel twin with a 270-degree phase crank).

Now, whether you’re in road mode or sport mode, the Sportster S unleashes a furious fest of acceleration the moment you engage the clutch. Though it has 30 PS less than the Pan America, the acceleration from around 2000 rpm is clearly superior, so powerful that if you’re not careful, your butt will slide into the seat cowl. Road mode is easier to handle overall, with good manners when you first open the throttle. In contrast, sport mode lets you extract drag-racer-like power from any rev range, and the robust acceleration feel is accompanied by an almost addictive pleasure.

Rain mode makes the throttle response gentler across the entire range, but the torque of the 1252cc V-twin is not something that can be easily reduced, and the C-TCS (Cornering Enhanced Traction Control System), DSCS (Drag Torque Slip Control System), and enhanced lift suppression function all work to gently support the rider.With the silencer located close to the rider, the exhaust note that reaches the ears is bold yet refined, and this unique sound is one of the factors that makes the Sportster S feel modern.

Its unique handling challenges veteran riders

The Sportster S weighs 228 kg, which is quite light for a Harley. Honda’s Rebel 1100 (standard model) weighs 226 kg, so it’s almost the same. However, because the body leans significantly when parked, it requires a lot of strength to keep upright, and the wide front and rear tires create a lot of rolling resistance. Furthermore, the bar-end mirrors make it difficult to grip the handlebars, so it’s true that even slight maneuvering can be difficult.

However, this is a minor issue compared to the unique handling. At slow speeds, like walking, the steering wheel tends to swerve, and beginners unfamiliar with steering will likely feel a bit uneasy and put their foot down immediately. Above that speed, up to 60km/h, within the legal speed limit on public roads, the handling is inconsistent, with sometimes the steering wheel responding smoothly and other times the vehicle doesn’t lean properly. This is probably due to the large effect the front tire has on steering. Although it is very wide at 160mm, the round shape is somewhat pointed, so it may be easily affected by slopes and ruts in the road surface.

At speeds around 100km/h, which is common on highways, the bike demonstrates ironclad straight-line stability. From there, high-speed corners require some strength to push and pull the handlebars, but once you’ve leaned the bike over, it turns reasonably well. However, because the bike has a strong tendency to rise up, the rider must consciously maintain the same bank angle while turning.

For all the above reasons, the handling is generally rated as “a bit quirky,” but it’s by no means at a level that average riders can’t control. This is a trade-off with the unique styling and straight-line stability, and it’s a bike that anyone who laments that “recent bikes have become too easy to ride and lack bite” should definitely test ride.

As for ride comfort, there is a fair amount of jolting when passing over a large gap during acceleration, but it is not too bad when cruising. This is likely due to the improved rear suspension of the 2025 model.

After completing a series of test rides, I thought about models that could rival the Sportster S. The closest in terms of specs and price is the Indian Scout Bobber, which is probably more suitable for everyone in terms of styling.

However, if you fall in love with the styling of the Sportster S, you won’t even look at any other bike you recommend. The aura it exudes is one of a kind, and there is no other bike that can satisfy your desire for recognition to this extent.

Riding position and foot reach (175cm/68kg)