2025-on Harley-Davidson Low Rider ST review: Power and style

Building on the basic rider aids of the previous model, the Low Rider ST has been treated to all the bells and whistles at HD’s disposal. ABS, TCS, and the Drag-Torque Slip Control System (DSCS, which prevents rear wheel lock under sudden engine braking in low-grip situations) all have cornering functionality to help keep the chassis under control.

Selectable ride modes, including Sport, Road, and Rain, offer options for power delivery. The introduction of a tyre pressure monitoring system (TPMS) allows you to keep an eye on your tyres. Thankfully, Harley have done away with the old Low Rider’s tiny handlebar clamp speedo and replaced it with a more traditional-looking 4in instrument binnacle. Ride info, including gear selection, is displayed on an LCD panel below an analogue speedo.

That funky frame-mounted fairing is what defines the ST and remains unchanged. Based on the bodywork of the 1983-92 FXRT (and police issue FXRP) Sport Glide, which has become popular with West Coast customisers of late, it not only gives the Low Rider retro charm, but is also fully functional in directing wind blast up, over and around the rider.

It’s not exactly cocoon quiet when you’re tucked in behind it, but it does a decent job in staving off fatigue nevertheless. The single round headlamp has been upgraded, however, with a 146mm LED unit. All four indicators and the reworked taillight are also brighter thanks to integrated LEDs.

The combination of mid-mounted footpegs, high bars and sculpted, firmly padded seat is an acquired taste, but once you get used to it, the sensation of sitting in, rather than on, the bike makes charging about on the Low Rider a scream.

The step to the pillion pad makes a welcome backrest under hard acceleration, as well as taking the strain on longer journeys. A 19in front, 16in rear wheel combo makes for a stable ride when cornering, and there’s enough ground clearance for a bit of spirited B-road blasting, courtesy of a retuned rear shock. The brakes are strong and confidence-inspiring when called upon, with good feel at the lever and backed up by a comprehensive, yet unintrusive, ABS system.

Harley has breathed on the already impressive Milwaukee-Eight 117 H.O. (High Output) motor to give it even more oomph for 2025. Among other tweaks, a slight increase in compression, from 10.2 to 10.3:1, has boosted power by 13bhp and given it a couple more ft-lb of torque, and with the redline redrawn at 5,900 rpm there are 300 more revs to play with too.

It’s lively and characterful, with a response from the twist grip that’ll give your shoulder sockets something to think about if wound open with just a modicum of provocation. Peak torque is achieved at 4000 rpm, providing the flex to pull hard from low down, even in top gear, and the roar through that single two-into-one exhaust pipe is ferocious once it gets on song.

Harley’s Milwaukee-Eight engine has served riders well since its 2016 debut. While it first powered up in 107 and 114 guises, the 117 variant joined the range in 2018, previously reserved for CVO models, and has proven itself over the years with no major gremlins reported.

True, the 117 in the Low Rider ST sticks with familiar air/oil cooling rather than a water jacket like some of Harley’s more modern lumps, but it’s in no way a stressed engine in this state of tune.

Build quality is impressive throughout, with Harley liberally layering the Low Rider ST in a mix of blue and chrome, delivering a mean presence on the road. Owners of the previous Low Rider ST version from 2022-2024 have given the bike four out of five stars, with next to nothing in terms of a bad thing to say about it.

The Low Rider ST is still great fun to pilot around, and those tweaks to performance and handling have made this latest version even more so. Yes, it’s unconventional as a sports tourer (and that label may prove a stretch for some), but it does scratch an itch where both those boxes are concerned.

The new motor has the guts and gusto to induce an irresistible smile – it revs higher, pulls harder and with less weight to lug, feels brighter. Looks may not be to everyone’s taste, but that pseudo custom fairing is distinctive and effective, giving the Low Rider ST genuine retro appeal too. The addition of a full suite of electronic rider aids, not to mention a much better display with an analogue speedo, only cements the notion that the latest iteration of the ST is a significant step forward from its predecessor.

If you’re into the drag-style single-seat vibe, but don’t feel the need for luggage or a frame-mounted fairing, then the S may be more up your street. For £500 less than the ST, it has the same engine, suspension, and electronics, but comes with blacked-out trim, rather than chrome, for a mildly more under-the-radar look. De-chroming the ST comes at a premium of £1450.

So what about the competition? Direct rivals don’t come much tougher than the Indian Chieftain Powerplus Limited, a full-on bagger loaded with kit, which will cost you a hefty £27,595.

You might be tempted to throw the Honda CMX1100 Rebel into the mix at a wallet-friendly £8,999, but it’s really playing in a different league. Instead, BMW’s R18B is a closer match at £21,500, or there’s the R18 Classic, which will set you back a comparable £20,980. But let's face it, if you are thinking about a Harley, it's usually because you want a Harley, simple as that. Let alone everything else the brand and Harley community deliver.

Hard, lockable luggage is a key feature of the ST, and the 2025 model has a few extra litres at its disposal thanks to a redesigned exhaust. The previous twin pipe design dictated odd-sized panniers, but the additional clearance granted by the updated two-into-one system allows for a balanced two cubic feet per side, which equates to approximately 113 litres in total.

That should be more than enough for a weekend away or longer, depending on your appetite for fresh underwear and socks. The convenience of being able to open each side and root around for stuff without having the leave the safety of the saddle (when stationary, of course) remains.