Harley-Davidson Street Glide Ultra…Starting from 4,408,800 yen (pre-orders begin March 21, 2025)
The batwing fairing has been one of Harley’s iconic models since the Electra Glide was released in 1969. The CVO Street Glide, featuring a new fairing, was announced in April 2023, followed by the Street Glide in 2024. The Street Glide Ultra was added as a higher-end model in 2025.
The Street Glide was on display at Blue Sky Heaven last year. The main difference in appearance between the Ultra and the Street Glide is the presence or absence of a Tour Pack (top case) and lower fairing (leg shield). The price of the 2025 model starts at 3,778,000 yen, a difference of 638,000 yen from the Ultra.
ADVERTISEMENT
The 2024 model Ultra Limited (starting at 4,545,200 yen) is shown here to show the difference between the old and new batwing fairings. The new model does not significantly change the previous image, but integrates the front turn signals (which also serve as position lamps) with the mirrors, creating a modern design.
The vehicle in the photo is a blue burst (+104,500 yen) with black trim (+191,400 yen), and the total price for the vehicle alone is 4,704,700 yen. The windshield is a tall type that is 101.6 mm higher than the Street Glide.
Powerful yet soft pulsating and easy to handle
Due to the consolidation of segments, the family that was once simply called “Touring” has now been renamed “Grand American Touring.” This is Harley’s mainstream model, and the last one I test rode was the 2019 Electra Glide Standard. The engine is an air-oil cooled Milwaukee-Eight 107 (1745cc), and I still remember being amazed at how much it had evolved from the previous twin cam.
The Electra Glide Standard was released in 2019. By simplifying the coloring and equipment, it was possible to achieve a price of 2,905,200 yen.
Well, the bike I test rode this time was the Street Glide Ultra, a new model for 2025. It is a higher-end model of the Street Glide that debuted last year, and can also be seen as the successor to the Ultra Limited, which was discontinued after the 2024 model.
The engine is a 1923cc air-to-water cooled 45-degree V-twin called the Milwaukee-Eight 117, which produces a massive 175Nm of torque at 3500 rpm. While a 2.0-liter V-twin might sound intimidating, Harley has incorporated various safety enhancements to help control traction during acceleration, deceleration, and cornering.
The engine is the Milwaukee-Eight 117, an air-cooled, 45-degree V-type OHV, four-valve, two-cylinder engine with a water line around the exhaust valve for partial water cooling. Based on the twin-cooled Milwaukee-Eight 114 previously fitted to the Ultra Limited, the bore has been increased by 1.5 mm from 102 mm to 103.5 mm while maintaining the same 114.3 mm stroke. This increases displacement by 55 cc to 1923 cc. This increases maximum power from 87 HP (88.2 PS) to 107 HP (108.5 PS) and maximum torque from 160 Nm to 175 Nm. Another key feature is the addition of new riding modes (the Ultra Limited previously had Road and Rain modes for traction control), with five options available: Sport, Road, Rain, Custom A, and Custom B. The redline starts at 5500 rpm.
Due to limited test ride time, we mainly tested in road mode. This Milwaukee-Eight 117 is powerful enough from low RPMs to easily launch a nearly 400kg body, but what impressed us most was the way the FI system was trained. Even when using the half-clutch and maintaining a walking speed, there was no sign of it stalling out. The precise response when you first open the throttle allows for reliable control, and this will ensure that your passenger won’t panic on a pillion ride.
We took it for a spin on a public road. It emitted the bold exhaust note you’d expect from a big twin, yet the revs rose smoothly, and the unpleasant vibrations barely reached our bodies. This was likely thanks to the primary balancer and rubber mounts. A big movement of the right hand caused the bike to accelerate with a bang from anywhere, but this was also mixed with a soft pulsating feeling, giving it an air of gentleness. Shifting the riding mode to Sport clearly improved the throttle response, making the bike’s massive size even more agile. Meanwhile, Rain mode provided gentler response across the entire range, giving it a gentle character reminiscent of the old CV carburetors. It’s impressive how one engine can create such different character traits.
There are two things I personally found a little disappointing. One is the weight of the clutch lever. With the rise of slipper clutches these days, it’s not uncommon to find models in the liter class with lever operation as light as that of a 250cc bike, so it feels relatively heavy. The other is that the shift pedal isn’t a see-saw type. The bike I test drove was still new, so the transmission movement was stiff, but I thought it would be so much easier if I could shift up by stepping on it with my heel. Both of these issues can be improved with aftermarket parts or genuine accessories, so if you have the same problem, please consult your dealer.
The shift pedal is not a seesaw type, and when you insert your boots under the shift pedal, the soles touch the footboard, creating resistance, which is a bit of a concern.
Once it starts moving, it’s surprisingly light and the ride is superb.
The Grand American Touring family has a unique suspension system with the fork positioned behind the stem axis, giving the Street Glide Ultra a trail of 170mm. You can see how long this is when you consider that the Honda Gold Wing has a trail of 109mm and the Rebel 1100 has a trail of 110mm. Perhaps due to these unique dimensions, the bike can ride smoothly even at slow speeds of around 10km/h despite its large size, and can also turn at intersections with surprisingly light maneuvering.
When trying to quickly turn around an S-curve, the Tour Pack makes the center of gravity feel higher, and the rubber mount on the handlebar clamp is soft. However, the Street Glide Ultra has such nimble and maneuverable handling that it makes you forget about it. The front tire has a unique 60% profile, but it’s surprising that this isn’t a negative at all.
The front tire has been upgraded from the Ultra Limited’s 130/70B18 to a 130/60B19. The rear remains unchanged at 180/55B18. The front fork is a 49mm upright type with a dual bending valve.
ADVERTISEMENT
The rear suspension is a twin shock with 76.2mm of wheel travel. It uses Showa dual outboard emulsion technology shocks, with preload adjustment on the right side using a double nut, and on the left using a hydraulic remote controller that can be adjusted without removing the saddlebags. There are also damping adjusters on both sides. The recommended settings are detailed in the owner’s manual.
The suspension is an orthodox type with no electronic controls, but it’s not only extremely comfortable to ride, but it’s also surprising how the impression doesn’t change much whether you’re riding alone or with a passenger. The owner’s manual contains detailed recommended settings, so if you become an owner, we encourage you to try out various settings for yourself.
I wasn’t able to test the airflow effect of the vent doors on the lower fairing or the air deflectors on the fork mounts, but I’m sure that comfort can be improved by adjusting them. This is the most classic model in the Grand American Touring family, and it’s definitely worth the price.
Riding position and foot reach (175cm/68kg)
The seat height has been lowered from 740mm on the Ultra Limited to 725mm. Both feet can reach the ground firmly, making it possible to support a weight of 393kg. The seat provides adequate support for the lower back, and combined with the footboard that allows for a high degree of freedom in where to place your feet, fatigue on long tours should be minimal.
