2024 Harley Street Glide & Road Glide First Ride Review

[Hugh Janus]

We logged some serious seat time on Harley-Davidson’s 2024 Street Glide. (Brian J. Nelson/)

Change is inevitable, but sometimes controversial. Making a leap of faith beyond a tried-and true and popular model must require a lot of reflection, deciding if moving forward is the right decision. Surely there was a lot of debate inside Harley-Davidson when it came to updating the Road Glide and Street Glide: the poster children of what a Grand American Touring bagger should be. These two models have been icons for ages, and when the word “bagger” is used, these are the bikes that instantly jump to mind for most cruiser enthusiasts.

The 2024 Harley-Davidson Street Glide (left) and Road Glide (right) are mechanically very similar; the Street Glide has a fork-mounted fairing, while the Road Glide’s is frame mounted. (Kevin Wing/)

The 2024 iterations of these models replace the outgoing Rushmore generation, and are the largest updates to either machine in a decade. The goals with the redesign were to update the styling, improve rider and passenger comfort, and take the infotainment to a completely new level—and, of course, add more power.

Styling and Lighting

Most of the changes, at least visually, are subtle unless you compare the models side by side with the outgoing ones, but that’s a good thing—we’d bet our kids’ college funds that most prospective buyers weren’t begging for a revolution. Harley-Davidson Vice President of Design and Creative Director Brad Richards described the process of tweaking the styling and making sure that all of the individual components come together to form a cohesive and complete picture as the “visual symphony.”

The updated Street Glide batwing fairing now has turn signals that are integrated into the running lights, and replace the bullet indicators. (Brian J. Nelson/)

An obvious area that was touched for 2024 are each of these machines’ lighting. The Street Glide retains the classic batwing silhouette that has been around since 1969, but has slightly updated lines while modernizing, in particular, the headlight. The LED unit on the Street Glide is enclosed with an omega-shaped signature (running) light and integrated LED “eagle-wings” replace the bullet turn signals. On the Road Glide a large LED headlamp sits in the center, while a W-shaped LED running light incorporates the front turn signals.

The fairing on the new Road Glide eliminates the bullet turn signals, and integrates them into the LED running lights. (Brian J. Nelson/)

Tweaks to the teardrop shaped fuel tank (which no longer requires a key to open the fuel cap) includes a new bevel that carries on to the side covers and saddlebags and maintains a cohesive visual flow from front to back.

Styling changes have been made to the tank, side covers, and saddlebags. (Kevin Wing/)

When it comes to colors and trim options there are a rainbow of choices. On each model there are six color options when combined with chrome trim, and if you choose the blacked-out trim (our preference), seven colors are available. The black trim adds $1,350 to the price on each, while the paint options can add up to an additional $850.

Milwaukee-Eight 117 Engine

Both models are updated with a new engine. And while the unit that is—for this year—exclusive to the 2024 Street Glide and Road Glide is called the Milwaukee-Eight 117, it is different from the 117ci unit that powers other models like the Breakout 117 and Low Rider S/ST. Modifications have been made to the intake and exhaust to improve power slightly, with a claimed 3 percent more horsepower and 4 percent more peak torque. Harley says output is now 105 hp at 4,600 rpm, and 130 lb.-ft. of torque at 3,250 rpm. Displacement remains an identical 117ci (1,923cc) with the same 103.5 x 114.3mm bore and stroke dimensions and a 10.3:1 compression ratio.

To address the goal of better controlling heat to rider and passenger, particularly during slow-speed riding, this version of the 117 gets the liquid-cooled cylinder heads that have trickled down from last year’s CVO Street Glide and CVO Road Glide models. A lower-front-frame mounted radiator circulates coolant to the exhaust valves with the path going first to the more enclosed rear cylinder’s head and then to the front cylinder’s. There is a fan mounted on the backside of the radiator that is angled to force the air down below the motorcycle, to further isolate the cockpit from excess heat.

The 117’s airbox has 50 percent more volume than the one it replaces in part to compensate for the engine displacement increase but also to boost power while meeting sound emissions. (Harley-Davidson/)

Changes to the airbox include 50 percent more volume (4.0 liters), compared to the 107/114 engines. Downstream from there, the intake tract has been completely redesigned with a new aluminum intake manifold that offers a smoother and more direct path into the larger 58mm throttle body (up from 55mm). Changes to the cylinder head include reshaped combustion chambers, oval intake ports with low-profile intake-valve seats for increased velocity, while a bump in compression from 10.2 to 10.3:1 enhances low-rpm torque and improves fuel economy.

The 2024 Harley-Davidson Road Glide in Blue Burst paint with chrome trim. (Kevin Wing/)

So how do all of these engine changes stack up? For starters, let’s remind you that the outgoing standard Street Glide and Road Glide were powered by the 107ci version of the Milwaukee-Eight. The version of the 117 in these new models offers 22 percent more horsepower and 19 percent more peak torque from that additional 9 percent of displacement compared to the 107. Another factor that plays into this duo’s increased performance is that both models have shed a not-insignificant amount of weight, with the Street Glide tipping the scales 18 pounds lighter and the Road Glide 16 less than the models they replace.

Unfortunately our street rides on the Street Glide and Road Glide were cut short by the atmospheric river weather system that had just pounded Southern California, and then found its way toward us in Las Vegas. But our backup plan was good: We’d brave the elements the following day and ride the Street Glide the 335 miles back to the Cycle World office in Irvine, California, and get some solid seat time.

Milwaukee-Eight 117 cylinder-head changes improve intake flow. (Harley-Davidson/)

Leaving Las Vegas on a cold and damp February morning, we settled into our groove and hit the less direct route down the 95 through Searchlight and to Interstate 40. It’s much less traveled than Interstate 15, and also has some fun twists, turns, and dips thrown in after miles of the straight and boring. The counterbalanced Milwaukee-Eight is a soulful partner, providing enough character to remind you that it’s a giant 45-degree V-twin, while also being smooth at cruise, allowing you to relax over long-distance rides.

Power off the bottom provides easy launches when leaving stoplights around town, and provides the acceleration to leap out ahead of traffic, especially when utilizing the Sport mode (that we’ll get into more detail on later). If you select Rain mode, the engine is much more docile, so don’t expect the bike to jump off the line with the same enthusiasm. Out on the highway, and interacting with trucks and traffic, a quick downshift to fifth (when in the right mode) wakes the engine up and easily allows quick and confident passes. In the twisty bits, the 117′s midrange torque is strong and chugs out of corners nicely, no need to drop down too many gears, as the engine has a broad sweet spot for sportier riding.

The six-speed transmission shifts with a solid and firm feel at the foot lever. Performance from the slipper/assist clutch is consistent and predictable around town and when making U-turns, which is a must for confidence when maneuvering at slow speeds on an 800-pound bagger.

The 2024 Harley-Davidson Road Glide engine with chrome trim. (Brian J. Nelson/)

Seat time was cut severely short on the Road Glide, but we did spend at least enough time to confirm that there is nothing between the two models when it comes to engine performance. The two bikes share identical powerplants, with identical transmission ratios, and weigh within 25 pounds of each other (the Road Glide the heavier of the two). So from the seat of the pants, there isn’t really any difference in terms of outright performance.

Electronic Rider Aids

Both models get big updates in terms of electronics, including selectable ride modes thanks to ride-by-wire throttle control. Both machines have four modes that can be changed on the fly from the right-bar-mounted control pod. Road mode is mapped to be the everyday go-to option with mellower throttle response, less midrange power and a high level of traction control and ABS intervention. Sport is much more aggressive with full power unleashed, the most direct throttle response, TC set to lowest level and engine-braking dialed up. Rain offers the mellowest throttle response and reduced power output, while engine-braking is limited and TC and ABS are at their most conservative settings. Of course we all like to tinker, so the Custom mode allows the rider to set up a mode to their preferences for all of those parameters.

The Street Glide and Road Glide come with four available modes. (Brian J. Nelson/)

Other electronic features include the Cornering Electronically Linked Brakes (C-ELB) which feeds in rear brake if you’re only using the front lever, and adds front braking if you just stomp on the rear. The C-ABS, CTCS (traction control), and Cornering Drag Torque Slip Control (engine-braking control) are all tied to a six-axis IMU to allow the bike to manage intervention when leaned over through corners. Two other features in the rider safety suite include Tire Pressure Monitoring and Vehicle Hold Control.

The modes can be accessed via the mode button on the right handlebar. (Brian J. Nelson/)

Picking the right mode for the occasion is key to getting what you expect out of the engine’s performance—the easy-to-access button on the right handlebar allows quick changes so that you’re always in the right mode. Advantages to the modes include the ability to have crisp performance when riding through the twisty bits, but then be able to calm down the delivery when you just want to relax, or when you have a passenger on the back who doesn’t want their helmet banging into the back of yours everytime you grab a shift.

Street Glide and Road Glide Chassis

Chassis updates address midcorner performance but also long-distance comfort. We already mentioned that both models have lost a considerable amount of weight over their predecessors. That will pay dividends in all aspects of performance from acceleration and braking to handling. The Street Glide weighs a claimed 811 pounds and the Road Glide 838, ready to ride.

The 2024 H-D Street Glide and Road Glide get updated chassis components. (Brian J. Nelson/)

The biggest change is to the new rear suspension, which gets a 50 percent travel increase from 2.1 to 3.0 inches of rear-wheel stroke. The preload-adjustable shocks are Showa emulsion-technology units, while the conventional 49mm Dual Bending Valve fork (CVO models have an inverted unit) has been retuned to work in unison with the rear suspension and also recalibrated to the bike’s reduced weight.

Having knocked out 335 miles in five and a half hours on the Street Glide, we’ll make the argument that there are very few other bikes out there that we’d rather have been on for this journey. Especially considering that we were plowing straight into nasty head- and crosswinds for a big chunk of the ride. The suspension provides a comfortable ride that easily eats up road imperfections, isn’t flustered by nasty pavement through construction zones, and is firm and controlled when a set of fast sweepers arrives and you hammer the throttle. We loaded the side cases, which have 2.42 cubic feet of total capacity (or 69 liters), to the rim with clothes and gear, and the Street Glide’s performance didn’t waiver. If we’d had a passenger, we would have dialed in some preload, but loaded up and solo the chassis performed great.

The Showa shocks on each machine have provisions for preload adjustability. Just remove the saddlebag to access the shocks. (Brian J. Nelson/)

The Street Glide and Road Glide both provide nice handling and turn-in response, which is particularly impressive considering their weight, while reduced, is still up there. Midcorner stability is very good. As ever, cornering clearance is the speed-limiting factor, and H-D’s touring models actually provide quite a bit of lean for the class. At slow speeds around a parking lot, both bikes feel a bit heavy, but once rolling above 10 mph, the weight disappears and the bikes handle predictably.

Each machine is fitted with a pair of four-piston calipers and 320mm discs up front and a 49mm fork that doesn’t have provisions for adjustability. (Brian J. Nelson/)

A pair of four-piston brake calipers and large 320mm rotors up front work with a single-piston rear caliper mated to a 300mm disc. Power from the brakes is good, with progressive bite from the front units providing confident stops. Linked brakes add safety: The system manages front-to-rear bias and ABS as needed.

Street Glide and Road Glide Ergonomics

More than the fairing shape or any other differences, the separating factor between these two machines is the stock handlebars. For me, the much lower standard bar on the Street Glide was ultimately why I chose that model for our ride from Vegas to Irvine. The Road Glide’s much taller bar is just a bit too high for my preference, but other (taller) staffers who have tried the Road Glide like that one. The Street Glide offers a more traditional neutral height and therefore the riding position puts your upper body at a slight forward lean that I found really comfortable for long rides. The accessory catalog and aftermarket have a near infinite selection of alternate handlebars.

The Street Glide’s riding position is more neutral with a mellow bend at the knee, comfortable arm bend and slight forward lean from the torso. (Kevin Wing/)

Improvements have been made to each machine’s aerodynamics for 2024. Harley claims a 60 percent reduction in helmet buffeting. Obviously this also depends on the rider’s height. In our case, for this 5-foot-11-inch tester (with a full-face AGV helmet), in most circumstances the buffeting was minimal. The new control vane in the center of the fairing above the infotainment screen drastically changes how the air interacts with you in the cockpit. We found that when it is raining and cold, shutting the vent is a must, but also increases the turbulence a bit. Once the rain stops, cracking it open smooths the airflow noticeably, and will be much preferred on hot days.

The Road Glide’s handlebar changes the seating position a bit with a similar leg bend, but places your arms much higher with the tall bars. (Kevin Wing/)

The seat heights on these two machines are slightly different, with the Street Glide’s claimed laden (rider in place) seat height at 26.1 inches, and the Road Glide’s at 25.9. Harley has reshaped the seat to rotate the rider’s hips to a more neutral position to take pressure off the spine. After spending five and a half hours in the saddle with just a single fuel stop thrown into the middle of the ride, we can confirm that the seat is amazingly comfortable. Not only does it provide the back support that Harley aimed for, but the cushioning is soft enough for those long stints when you’re burning through that 6-gallon tank of fuel.

We love the Street Glide’s USB-C-equipped pop-out smartphone compartment. (Brian J. Nelson/)
The cubbies on the Road Glide aren't quite as slick and don't allow easy access while in motion, but should you really be messing with your phone while riding? (Brian J. Nelson/)

Harley-Davidson Skyline OS Infotainment

The brand-new Skyline OS infotainment system with a big, beautiful 12.3-inch full-color TFT display is similar to what was used on 2023 CVO Road Glides and Street Glides (similar because those were managed by the Boom! Box 4.3 software, whereas the 2024 models get the all-new Skyline OS). It’s a huge upgrade compared to the analog tach/speedo and 6.5-inch screen used on the old standard Road Glide/Street Glide models. The screen itself is feature packed, with an anti-glare coating, touchscreen or bar-mounted menu navigation, three different display modes including Cruise, Sport, or Tour, and then a super-bright high-contrast mode with white background and black details.

Of the three view options, Tour provides the best navigation experience. (Brian J. Nelson/)

The available space afforded on this screen has been utilized to the maximum. There is no question that visually it is one of the most impressive info screens in motorcycling. The different view options provide excellent functionality too. For instance, our Street Glide had the optional $349.95 navigation installed, and when you toggle over to the Tour view, the navigation map dominates more than three-quarters of the screen’s real estate, leaving a numeric speed indicator, gear-position indicator, fuel level, and a few other tidbits of information on the left. Of course if you aren’t navigating, then the Cruise view (most info) or Sport (tachometer in the middle) are also options.

The Sport view has its tach in the center where it is super easy to glance at while riding more aggressively. (Brian J. Nelson/)

If you want to forgo Harley’s nav and use a third-party app, you can utilize Apple CarPlay (but not Android Auto), but with one caveat: You also have to pair a helmet communicator because Apple requires voice control/helmet audio for the system to work. In terms of connectivity, the system supports Wi-Fi and Bluetooth or the USB-C connection for music and calls for both Apple and Android devices.

Use the left-bar-mounted control pod or touchscreen to navigate the infotainment system. (Brian J. Nelson/)

Our experience with the system was almost completely positive with just a few quirks. Navigating the menus either via the left and right buttons is logical with well-laid-out menus to find everything from bike settings, tripmeters, modes, and audio control. Better yet is the ability to do most of this with gloved hands on the touchscreen. Most of the bike’s options can be accessed in motion, with just a few requiring the bike being stationary. Out on the open highway with the cruise control set, you can poke around and change your music playlist, or easily make other changes with very little distraction from the road.

The menu in the center can be pulled up on the fly and navigated either from the pad on the left bar, or via the touchscreen. (Brian J. Nelson/)

The audio systems on each model have been upgraded with a new four-channel 200-watt amplifier and 5.25-inch Rockford Fosgate speakers.

Conclusion

As has been the case for decades, if you don’t want to spend the big bucks on a CVO model, patience usually pays off as features and engines that debut on those exclusive models tend to trickle down in subsequent model years. Such is the case on these Grand American Touring models. Just a few years ago, the only way you could get a 117ci engine was in the CVO models that were introduced for the 2018 model year. And as we saw with the 2023 CVO Road Glide and CVO Street Glide, not only did a large TFT screen get passed down to these models, but the 2024 standard models get a vastly upgraded operating system to power the entire infotainment system.

The 2024 Harley-Davidson Road Glide and Street Glide cost the same and have the same engine and features, so it really comes down to styling and the riding position. (Brian J. Nelson/)

The new base Street Glide and Road Glide offer features and performance that were previously only available on CVO models at increased prices in 2024: both models start at $25,999 compared to $21,999 on the 2023s, a rise that beats inflation. But the updates and increased engine performance offer what the Harley-Davidson customer has traditionally looked for. To answer the original question, if dramatically updating these iconic models was a good decision on Harley-Davidson’s part, our opinion is, yes, they are better in every way.

2024 Harley-Davidson Road Glide in Atlas Silver Metallic. (Kevin Wing/)
2024 Harley-Davidson Street Glide in White Onyx Pearl. (Kevin Wing/)
The saddlebags on each machine have been updated for 2024. (Brian J. Nelson/)
The seats on both machines have been modified for better long-term comfort. (Brian J. Nelson/)
The fuel cap is now electronic and no longer requires a physical key to open. (Brian J. Nelson/)
Another view of the new fuel cap. (Brian J. Nelson/)
2024 Harley-Davidson Street Glide saddlebags. (Brian J. Nelson/)
2024 Harley-Davidson Street Glide in Blue Burst with chrome trim. (Harley-Davidson/)
2024 Harley-Davidson Street Glide in Blue Burst with blacked-out trim. (Harley-Davidson/)
2024 Harley-Davidson Road Glide in Whiskey Fire with chrome trim. (Harley-Davidson/)
2024 Harley-Davidson Road Glide in Whiskey Fire with blacked-out trim. (Harley-Davidson/)

2024 Harley-Davidson Street Glide / Road Glide Specs

MSRP:	Starting at $25,999
Engine:	Liquid-cooled, 45-degree V-twin; 4 valves/cyl.
Displacement:	1,917cc
Bore x Stroke:	103.5 x 114.3mm
Compression Ratio:	10.3:1
Transmission/Final Drive:	6-speed/belt
Claimed Horsepower:	105 hp @ 4,600 rpm
Claimed Torque:	130 lb.-ft. @ 3,250 rpm
Fuel System:	Electronic Sequential Port Fuel Injection
Clutch:	Wet, multiplate slipper/assist
Frame:	Steel tube w/ two-piece backbone and bolt-on rear subframe
Front Suspension:	49mm dual bending valve; 4.6 in. travel
Rear Suspension:	Premium Low Hand-Adjustable, preload adjustable; 3.0 in. travel
Front Brake:	4-piston fixed calipers, floating 300mm discs w/ ABS
Rear Brake:	4-piston fixed caliper, 300mm disc w/ ABS
Wheels, Front/Rear:	Cast aluminum; 19 x 3.5 in. / 18 x 5 in.
Tires, Front/Rear:	Dunlop H-D Series bias blackwall; 130/60B-19 / 180/55B-18
Rake/Trail:	26.0°/6.7 in. ; 26.0°/6.8 in.
Wheelbase:	64.0 in.
Ground Clearance:	5.5 in. / 5.7 in.
Seat Height:	28.1 in. / 28.3 in.
Fuel Capacity:	6.0 gal.
Claimed Wet Weight:	811 lb. / 838 lb
Contact:	harley-davidson.com

Gearbox

Helmet: AGV K5 S Mono

Jacket: Vanson Model B (custom)

Pant: Aether

Gloves: Alpinestars Celer V2

Boots: Alpinestars J-6 Waterproof

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