for displacement and price—Harley says they even weigh the same. The price point alone should be enough to garner attention from young and beginning riders seeking sensible two-wheeled transportation. But is it enough to draw a generation of cus-tomers not beholden to brand identity into Harley-Davidson dealerships? It should be, as long as that target customer isn’t dead-set on owning a traditional Harley.

The XG750 is powered by the new Revolution X engine, a liquid-cooled, 60-degree V-twin that foregoes grunt and rumble for smooth and effi cient power. It utilizes a chain-driven, single

RIDDEN & RATED: HARLEY-DAVIDSON STREET XG750 AND XG500

STREETSENSEB Y J O N L A N G S T O NP H O T O S B Y R I L E S & N E L S O N

arley-Davidson used the youthful stage of the Summer X Games in the great American city of Austin, Texas, to debut the Street 750, its fi rst clean-sheet motorcycle in 13 years.

Purists may fear it’s the beginning of the end, but the Motor Company is fi lling a need with this inexpensive liquid-cooled motorcycle, which has more in common with a typical met-ric cruiser or standard than it does a Sportster. The Street is lightweight and agile, quiet and smooth, discreet and effi cient. From its appearance to its performance, from its sound to its price, the Street is brazenly unlike any Harley ever made. This is not your father’s Harley-Davidson—and the Motor Company is betting that an en-tire generation of motorcyclists won’t give a fl ip.

With approximately 40 percent of the U.S. population under the age of 30, and more than 70 percent living and/or working in an urban setting, Harley set out to create a bike that would appeal to that demographic’s sensibilities—and budgets. From $7,499 in gloss black, the Street 750 hit showrooms last June at nearly a thousand dollars less than the cheap-est Sportster. The 500, which we did not get to ride, starts at $6,799, and the bikes are identical except

Nimble and quiet, the new Street 750—Harley’s fi rst all-new platform since the V-Rod—is drastically unlike any Harley-Davidson ever built.

62 SEPTEMBER 2014

p62x68RR1409HarleyStreet.indd 62 7/2/14 3:45 PM

for displacement and price—Harley says they even weigh the same. The price point alone should be enough to garner attention from young and beginning riders seeking sensible two-wheeled transportation. But is it enough to draw a generation of cus-tomers not beholden to brand identity into Harley-Davidson dealerships? It should be, as long as that target customer isn’t dead-set on owning a traditional Harley.

The XG750 is powered by the new Revolution X engine, a liquid-cooled, 60-degree V-twin that foregoes grunt and rumble for smooth and effi cient power. It utilizes a chain-driven, single

RIDDEN & RATED: HARLEY-DAVIDSON STREET XG750 AND XG500

STREETSENSEB Y J O N L A N G S T O NP H O T O S B Y R I L E S & N E L S O N

arley-Davidson used the youthful stage of the Summer X Games in the great American city of Austin, Texas, to debut the Street 750, its fi rst clean-sheet motorcycle in 13 years.

Purists may fear it’s the beginning of the end, but the Motor Company is fi lling a need with this inexpensive liquid-cooled motorcycle, which has more in common with a typical met-ric cruiser or standard than it does a Sportster. The Street is lightweight and agile, quiet and smooth, discreet and effi cient. From its appearance to its performance, from its sound to its price, the Street is brazenly unlike any Harley ever made. This is not your father’s Harley-Davidson—and the Motor Company is betting that an en-tire generation of motorcyclists won’t give a fl ip.

With approximately 40 percent of the U.S. population under the age of 30, and more than 70 percent living and/or working in an urban setting, Harley set out to create a bike that would appeal to that demographic’s sensibilities—and budgets. From $7,499 in gloss black, the Street 750 hit showrooms last June at nearly a thousand dollars less than the cheap-est Sportster. The 500, which we did not get to ride, starts at $6,799, and the bikes are identical except

Nimble and quiet, the new Street 750—Harley’s fi rst all-new platform since the V-Rod—is drastically unlike any Harley-Davidson ever built.

62 SEPTEMBER 2014

p62x68RR1409HarleyStreet.indd 62 7/2/14 3:45 PM

for displacement and price—Harley says they even weigh the same. The price point alone should be enough to garner attention from young and beginning riders seeking sensible two-wheeled transportation. But is it enough to draw a generation of cus-tomers not beholden to brand identity into Harley-Davidson dealerships? It should be, as long as that target customer isn’t dead-set on owning a traditional Harley.

The XG750 is powered by the new Revolution X engine, a liquid-cooled, 60-degree V-twin that foregoes grunt and rumble for smooth and effi cient power. It utilizes a chain-driven, single

RIDDEN & RATED: HARLEY-DAVIDSON STREET XG750 AND XG500

STREETSENSEB Y J O N L A N G S T O NP H O T O S B Y R I L E S & N E L S O N

arley-Davidson used the youthful stage of the Summer X Games in the great American city of Austin, Texas, to debut the Street 750, its fi rst clean-sheet motorcycle in 13 years.

Purists may fear it’s the beginning of the end, but the Motor Company is fi lling a need with this inexpensive liquid-cooled motorcycle, which has more in common with a typical met-ric cruiser or standard than it does a Sportster. The Street is lightweight and agile, quiet and smooth, discreet and effi cient. From its appearance to its performance, from its sound to its price, the Street is brazenly unlike any Harley ever made. This is not your father’s Harley-Davidson—and the Motor Company is betting that an en-tire generation of motorcyclists won’t give a fl ip.

With approximately 40 percent of the U.S. population under the age of 30, and more than 70 percent living and/or working in an urban setting, Harley set out to create a bike that would appeal to that demographic’s sensibilities—and budgets. From $7,499 in gloss black, the Street 750 hit showrooms last June at nearly a thousand dollars less than the cheap-est Sportster. The 500, which we did not get to ride, starts at $6,799, and the bikes are identical except

Nimble and quiet, the new Street 750—Harley’s fi rst all-new platform since the V-Rod—is drastically unlike any Harley-Davidson ever built.

62 SEPTEMBER 2014

p62x68RR1409HarleyStreet.indd 62 7/2/14 3:45 PM

for displacement and price—Harley says they even weigh the same. The price point alone should be enough to garner attention from young and beginning riders seeking sensible two-wheeled transportation. But is it enough to draw a generation of cus-tomers not beholden to brand identity into Harley-Davidson dealerships? It should be, as long as that target customer isn’t dead-set on owning a traditional Harley.

The XG750 is powered by the new Revolution X engine, a liquid-cooled, 60-degree V-twin that foregoes grunt and rumble for smooth and effi cient power. It utilizes a chain-driven, single

RIDDEN & RATED: HARLEY-DAVIDSON STREET XG750 AND XG500

STREETSENSEB Y J O N L A N G S T O NP H O T O S B Y R I L E S & N E L S O N

arley-Davidson used the youthful stage of the Summer X Games in the great American city of Austin, Texas, to debut the Street 750, its fi rst clean-sheet motorcycle in 13 years.

Purists may fear it’s the beginning of the end, but the Motor Company is fi lling a need with this inexpensive liquid-cooled motorcycle, which has more in common with a typical met-ric cruiser or standard than it does a Sportster. The Street is lightweight and agile, quiet and smooth, discreet and effi cient. From its appearance to its performance, from its sound to its price, the Street is brazenly unlike any Harley ever made. This is not your father’s Harley-Davidson—and the Motor Company is betting that an en-tire generation of motorcyclists won’t give a fl ip.

With approximately 40 percent of the U.S. population under the age of 30, and more than 70 percent living and/or working in an urban setting, Harley set out to create a bike that would appeal to that demographic’s sensibilities—and budgets. From $7,499 in gloss black, the Street 750 hit showrooms last June at nearly a thousand dollars less than the cheap-est Sportster. The 500, which we did not get to ride, starts at $6,799, and the bikes are identical except

Nimble and quiet, the new Street 750—Harley’s fi rst all-new platform since the V-Rod—is drastically unlike any Harley-Davidson ever built.

62 SEPTEMBER 2014

p62x68RR1409HarleyStreet.indd 62 7/2/14 3:45 PM

RIDDEN & RATED: HARLEY-DAVIDSON STREET XG750 AND XG500

STREETSENSEB Y J O N L A N G S T O NP H O T O S B Y R I L E S & N E L S O N

SEPTEMBER 2014 63

p62x68RR1409HarleyStreet.indd 63 7/2/14 3:45 PM

64 SEPTEMBER 2014

RIDDEN & RATED: H-D STREET XG750 AND XG500

overhead cam as well as mechanical lifters and rocker arms to operate its four valves per cylinder. A 38mm Mikuni throttle body delivers the juice on the 750; on the 500 it’s a 35mm. Redlining near 8,000 rpm, about 2,000 rpm higher than a Sportster 883, the Street 750 makes more peak horsepower but not quite as much torque at a claimed 44.5 lb-ft (29.5 on the 500). While there’s still plenty of low-end grunt for riding around town, like the Sport-ster, power tops out quickly at highway speeds. But the Street’s constant mesh 6-speed transmission changes gears without a hitch, doesn’t announce its shifts with clunks and never fails to fi nd neutral when asked. The single-sided pipe is politely hushed, and the motor remained relatively cool on a sweltering Texas sum-mer day.

Contributing to the Street’s modest and amenable personality, the bike zips with remarkable agility thanks in no small

part to its narrow chassis, slim footprint and 27.9-inch seat height. The 140-series rear tire and 17-inch front wheel augment the bike’s agility, and it leans eagerly and steers effortlessly, with only slight pres-sure on the wide handlebar. Despite the bike’s 5.7 inches of ground clearance and generous lean angle, I managed to grind the rubber footpegs a few times, and one

Made in America?Among the loudest grumbles from pur-ists regarding the Street platform is that the bikes are being manufactured overseas. However, H-D promotional material clearly states the Street is assembled in its Kansas City, Missouri, plant. As for whether the components themselves are manufactured domesti-cally or imported to the U.S., Harley won’t say, nor would it comment on the ratio of domestic vs. imported parts. The Street 750 and 500 motorcycles for North American markets are defi-nitely being assembled in Kansas City. For international markets (initially India, Spain, Portugal and Italy), the Street is being built at H-D’s facility in Bawal, India.

“Building the Street…in India means we’re able to build these motorcycles closer to this customer base and, there-fore, be more responsive to their needs,” said H-D Media Relations Manager Jennifer Hoyer. “We are quite proud that we are able to build the bikes at our Kansas City plant for U.S. customers.”

continued on page 68

Helmet: Bell Bullitt / Jacket: Alpinestars Greasemonkey / Pants: Icon Hooligan Jeans / Gloves: Biltwell Moto / Boots: Georgia Insulated Work Boots

Worldwide markets are hungry for an affordable Harley, and the Street 750 fi ts the bill. Light and agile, the bike is ideal for urban environments.

The new 749cc

Revolution X 60-degree

V-Twin is liquid-cooled and fea-tures four valves

per cylinder. Quiet and smooth, it purrs

willingly around town but highway power tops out quickly.

p62x68RR1409HarleyStreet.indd 64 7/2/14 3:45 PM

RIDDEN & RATED: HARLEY-DAVIDSON STREET XG750 AND XG500

STREETSENSEB Y J O N L A N G S T O NP H O T O S B Y R I L E S & N E L S O N

SEPTEMBER 2014 63

p62x68RR1409HarleyStreet.indd 63 7/2/14 3:45 PM

64 SEPTEMBER 2014

RIDDEN & RATED: H-D STREET XG750 AND XG500

overhead cam as well as mechanical lifters and rocker arms to operate its four valves per cylinder. A 38mm Mikuni throttle body delivers the juice on the 750; on the 500 it’s a 35mm. Redlining near 8,000 rpm, about 2,000 rpm higher than a Sportster 883, the Street 750 makes more peak horsepower but not quite as much torque at a claimed 44.5 lb-ft (29.5 on the 500). While there’s still plenty of low-end grunt for riding around town, like the Sport-ster, power tops out quickly at highway speeds. But the Street’s constant mesh 6-speed transmission changes gears without a hitch, doesn’t announce its shifts with clunks and never fails to fi nd neutral when asked. The single-sided pipe is politely hushed, and the motor remained relatively cool on a sweltering Texas sum-mer day.

Contributing to the Street’s modest and amenable personality, the bike zips with remarkable agility thanks in no small

part to its narrow chassis, slim footprint and 27.9-inch seat height. The 140-series rear tire and 17-inch front wheel augment the bike’s agility, and it leans eagerly and steers effortlessly, with only slight pres-sure on the wide handlebar. Despite the bike’s 5.7 inches of ground clearance and generous lean angle, I managed to grind the rubber footpegs a few times, and one

Made in America?Among the loudest grumbles from pur-ists regarding the Street platform is that the bikes are being manufactured overseas. However, H-D promotional material clearly states the Street is assembled in its Kansas City, Missouri, plant. As for whether the components themselves are manufactured domesti-cally or imported to the U.S., Harley won’t say, nor would it comment on the ratio of domestic vs. imported parts. The Street 750 and 500 motorcycles for North American markets are defi-nitely being assembled in Kansas City. For international markets (initially India, Spain, Portugal and Italy), the Street is being built at H-D’s facility in Bawal, India.

“Building the Street…in India means we’re able to build these motorcycles closer to this customer base and, there-fore, be more responsive to their needs,” said H-D Media Relations Manager Jennifer Hoyer. “We are quite proud that we are able to build the bikes at our Kansas City plant for U.S. customers.”

continued on page 68

Helmet: Bell Bullitt / Jacket: Alpinestars Greasemonkey / Pants: Icon Hooligan Jeans / Gloves: Biltwell Moto / Boots: Georgia Insulated Work Boots

Worldwide markets are hungry for an affordable Harley, and the Street 750 fi ts the bill. Light and agile, the bike is ideal for urban environments.

The new 749cc

Revolution X 60-degree

V-Twin is liquid-cooled and fea-tures four valves

per cylinder. Quiet and smooth, it purrs

willingly around town but highway power tops out quickly.

p62x68RR1409HarleyStreet.indd 64 7/2/14 3:45 PM

68 SEPTEMBER 2014

hard scrape bit directly into the lower exhaust heat shield. Still, it’s the fi rst Harley I’d describe as “fl ickable.” Preload adjust-ment on the 37mm fork would be appreciated by experienced riders who like to even up their suspension load in turns, but overall the stock setup, particu-larly the dual shocks out back, is vastly better than any Sportster’s. As surprising as the suspension is, though, the brakes are a disappointment—the squishy front lever requires plenty of as-sist from the rear pedal even under normal riding conditions.

Harley designed the bike to slant for-ward aggressively; note the sloping rear fender and the super-low fuel tank. From the saddle the bike feels even smaller than it is, and I never got used to seeing my knees above the gas cap. The fl at stock seat allowed for plenty of movement fore and aft, but the soft, pliable perch I en-joyed in the morning felt spongy in the af-ternoon heat. Combine these factors with the bike’s mid-placed foot controls and the rider triangle on the Street 750 was cramped for my 5-foot, 11-inch frame, but

should be just right for smaller riders and newbies. Among the more than 100 items already available from the accessories catalog is a Tallboy seat that positions the rider 1.5 inches up and 2.5 inches back from the stock position—an option taller owners will likely crave.

Clearly the Street 750 is a departure in many ways for Harley-Davidson. But in pursuit of the bike’s low price point, the Street’s designers curiously chose to do without a few key Harley traits that may not directly affect the ride quality, but nonetheless contribute to the brand’s iconic character. Beyond its docile purr and liquid-cooled engine, don’t look for a turn-signal switch by each grip—the Street features a non-self-cancelling, single thumb switch near the left grip like most

motorcycles to make it glob-ally compliant. I also noticed some inexpensive-looking components and an assembly line approach to fi t and fi nish: galvanized steel bolts and con-nectors, zip ties on the handle-bar, hurried frame welds and a few cosmetic fl aws.

Fortunately, not all tradition has been cast aside. The cool headlight cowl and fork gaiters

certainly lend custom cred, both fenders are steel and the bike’s cast wheels look as if they could have been lifted straight from Willie G.’s ’77 XLCR café racer.

Harley effectively invented the cruiser genre, but the Street 750 is just as com-parable to a standard such as a Triumph Bonneville as it is to a Honda Shadow. It simply doesn’t look, feel, sound or ride like a typical Harley-Davidson. Consid-ering this extreme departure, the Street 750 is, for the most part, a pleasant sur-prise: fun, light and easy to ride. Whether young, urban America embraces the new Harley-Davidson remains to be seen—but the Street has undeniable potential in the worldwide market. Give Harley credit for offering something completely new and different.

RIDDEN & RATED: H-D STREET XG750 AND XG500

continued from page 64 Harley-Davidson Street XG500/XG750

Website: harley-davidson.comBase Price: $6,799/7,499Price as Tested: NA/$7,794 (Mysterious Red Sunglo paint)Engine Type: Liquid-cooled, trans-verse 60-degree V-twin, SOHC, 4 valves per cyl.Bore x Stroke: 2.7 x 2.6/3.6 x 2.6 in.Displacement: 491/749cc

Transmission: 6-speed, cable-actuated wet clutchFinal Drive: BeltWheelbase: 60.4 in.Rake/Trail: 32 degrees/4.5 in. Seat Height: 27.9 in.Claimed Wet Weight: 489 lbs.Fuel Capacity: 3.5 gals., last 0.8 gal. warning light onClaimed MPG: 41

Top, left: The bulbous rear end is ripe for customization. Above, left: The retro sex appeal of the fork gaiters is tempered by the intrusive radiator. Right: The Street appears minuscule under this 5-foot, 11-inch, 185-pound rider, and it feels even smaller than it looks.

i40

p62x68RR1409HarleyStreet.indd 68 7/2/14 3:45 PM

for displacement and price—Harley says they even weigh the same. The price point alone should be enough to garner attention from young and beginning riders seeking sensible two-wheeled transportation. But is it enough to draw a generation of cus-tomers not beholden to brand identity into Harley-Davidson dealerships? It should be, as long as that target customer isn’t dead-set on owning a traditional Harley.

The XG750 is powered by the new Revolution X engine, a liquid-cooled, 60-degree V-twin that foregoes grunt and rumble for smooth and effi cient power. It utilizes a chain-driven, single

RIDDEN & RATED: HARLEY-DAVIDSON STREET XG750 AND XG500

STREETSENSEB Y J O N L A N G S T O NP H O T O S B Y R I L E S & N E L S O N

arley-Davidson used the youthful stage of the Summer X Games in the great American city of Austin, Texas, to debut the Street 750, its fi rst clean-sheet motorcycle in 13 years.

Purists may fear it’s the beginning of the end, but the Motor Company is fi lling a need with this inexpensive liquid-cooled motorcycle, which has more in common with a typical met-ric cruiser or standard than it does a Sportster. The Street is lightweight and agile, quiet and smooth, discreet and effi cient. From its appearance to its performance, from its sound to its price, the Street is brazenly unlike any Harley ever made. This is not your father’s Harley-Davidson—and the Motor Company is betting that an en-tire generation of motorcyclists won’t give a fl ip.

With approximately 40 percent of the U.S. population under the age of 30, and more than 70 percent living and/or working in an urban setting, Harley set out to create a bike that would appeal to that demographic’s sensibilities—and budgets. From $7,499 in gloss black, the Street 750 hit showrooms last June at nearly a thousand dollars less than the cheap-est Sportster. The 500, which we did not get to ride, starts at $6,799, and the bikes are identical except

Nimble and quiet, the new Street 750—Harley’s fi rst all-new platform since the V-Rod—is drastically unlike any Harley-Davidson ever built.

62 SEPTEMBER 2014

p62x68RR1409HarleyStreet.indd 62 7/2/14 3:45 PM

RIDDEN & RATED: HARLEY-DAVIDSON STREET XG750 AND XG500

STREETSENSEB Y J O N L A N G S T O NP H O T O S B Y R I L E S & N E L S O N

SEPTEMBER 2014 63

p62x68RR1409HarleyStreet.indd 63 7/2/14 3:45 PM

64 SEPTEMBER 2014

RIDDEN & RATED: H-D STREET XG750 AND XG500

overhead cam as well as mechanical lifters and rocker arms to operate its four valves per cylinder. A 38mm Mikuni throttle body delivers the juice on the 750; on the 500 it’s a 35mm. Redlining near 8,000 rpm, about 2,000 rpm higher than a Sportster 883, the Street 750 makes more peak horsepower but not quite as much torque at a claimed 44.5 lb-ft (29.5 on the 500). While there’s still plenty of low-end grunt for riding around town, like the Sport-ster, power tops out quickly at highway speeds. But the Street’s constant mesh 6-speed transmission changes gears without a hitch, doesn’t announce its shifts with clunks and never fails to fi nd neutral when asked. The single-sided pipe is politely hushed, and the motor remained relatively cool on a sweltering Texas sum-mer day.

Contributing to the Street’s modest and amenable personality, the bike zips with remarkable agility thanks in no small

part to its narrow chassis, slim footprint and 27.9-inch seat height. The 140-series rear tire and 17-inch front wheel augment the bike’s agility, and it leans eagerly and steers effortlessly, with only slight pres-sure on the wide handlebar. Despite the bike’s 5.7 inches of ground clearance and generous lean angle, I managed to grind the rubber footpegs a few times, and one

Made in America?Among the loudest grumbles from pur-ists regarding the Street platform is that the bikes are being manufactured overseas. However, H-D promotional material clearly states the Street is assembled in its Kansas City, Missouri, plant. As for whether the components themselves are manufactured domesti-cally or imported to the U.S., Harley won’t say, nor would it comment on the ratio of domestic vs. imported parts. The Street 750 and 500 motorcycles for North American markets are defi-nitely being assembled in Kansas City. For international markets (initially India, Spain, Portugal and Italy), the Street is being built at H-D’s facility in Bawal, India.

“Building the Street…in India means we’re able to build these motorcycles closer to this customer base and, there-fore, be more responsive to their needs,” said H-D Media Relations Manager Jennifer Hoyer. “We are quite proud that we are able to build the bikes at our Kansas City plant for U.S. customers.”

continued on page 68

Helmet: Bell Bullitt / Jacket: Alpinestars Greasemonkey / Pants: Icon Hooligan Jeans / Gloves: Biltwell Moto / Boots: Georgia Insulated Work Boots

Worldwide markets are hungry for an affordable Harley, and the Street 750 fi ts the bill. Light and agile, the bike is ideal for urban environments.

The new 749cc

Revolution X 60-degree

V-Twin is liquid-cooled and fea-tures four valves

per cylinder. Quiet and smooth, it purrs

willingly around town but highway power tops out quickly.

p62x68RR1409HarleyStreet.indd 64 7/2/14 3:45 PM

RIDDEN & RATED: HARLEY-DAVIDSON STREET XG750 AND XG500

STREETSENSEB Y J O N L A N G S T O NP H O T O S B Y R I L E S & N E L S O N

SEPTEMBER 2014 63

p62x68RR1409HarleyStreet.indd 63 7/2/14 3:45 PM

64 SEPTEMBER 2014

RIDDEN & RATED: H-D STREET XG750 AND XG500

overhead cam as well as mechanical lifters and rocker arms to operate its four valves per cylinder. A 38mm Mikuni throttle body delivers the juice on the 750; on the 500 it’s a 35mm. Redlining near 8,000 rpm, about 2,000 rpm higher than a Sportster 883, the Street 750 makes more peak horsepower but not quite as much torque at a claimed 44.5 lb-ft (29.5 on the 500). While there’s still plenty of low-end grunt for riding around town, like the Sport-ster, power tops out quickly at highway speeds. But the Street’s constant mesh 6-speed transmission changes gears without a hitch, doesn’t announce its shifts with clunks and never fails to fi nd neutral when asked. The single-sided pipe is politely hushed, and the motor remained relatively cool on a sweltering Texas sum-mer day.

Contributing to the Street’s modest and amenable personality, the bike zips with remarkable agility thanks in no small

part to its narrow chassis, slim footprint and 27.9-inch seat height. The 140-series rear tire and 17-inch front wheel augment the bike’s agility, and it leans eagerly and steers effortlessly, with only slight pres-sure on the wide handlebar. Despite the bike’s 5.7 inches of ground clearance and generous lean angle, I managed to grind the rubber footpegs a few times, and one

Made in America?Among the loudest grumbles from pur-ists regarding the Street platform is that the bikes are being manufactured overseas. However, H-D promotional material clearly states the Street is assembled in its Kansas City, Missouri, plant. As for whether the components themselves are manufactured domesti-cally or imported to the U.S., Harley won’t say, nor would it comment on the ratio of domestic vs. imported parts. The Street 750 and 500 motorcycles for North American markets are defi-nitely being assembled in Kansas City. For international markets (initially India, Spain, Portugal and Italy), the Street is being built at H-D’s facility in Bawal, India.

“Building the Street…in India means we’re able to build these motorcycles closer to this customer base and, there-fore, be more responsive to their needs,” said H-D Media Relations Manager Jennifer Hoyer. “We are quite proud that we are able to build the bikes at our Kansas City plant for U.S. customers.”

continued on page 68

Helmet: Bell Bullitt / Jacket: Alpinestars Greasemonkey / Pants: Icon Hooligan Jeans / Gloves: Biltwell Moto / Boots: Georgia Insulated Work Boots

Worldwide markets are hungry for an affordable Harley, and the Street 750 fi ts the bill. Light and agile, the bike is ideal for urban environments.

The new 749cc

Revolution X 60-degree

V-Twin is liquid-cooled and fea-tures four valves

per cylinder. Quiet and smooth, it purrs

willingly around town but highway power tops out quickly.

p62x68RR1409HarleyStreet.indd 64 7/2/14 3:45 PM

68 SEPTEMBER 2014

hard scrape bit directly into the lower exhaust heat shield. Still, it’s the fi rst Harley I’d describe as “fl ickable.” Preload adjust-ment on the 37mm fork would be appreciated by experienced riders who like to even up their suspension load in turns, but overall the stock setup, particu-larly the dual shocks out back, is vastly better than any Sportster’s. As surprising as the suspension is, though, the brakes are a disappointment—the squishy front lever requires plenty of as-sist from the rear pedal even under normal riding conditions.

Harley designed the bike to slant for-ward aggressively; note the sloping rear fender and the super-low fuel tank. From the saddle the bike feels even smaller than it is, and I never got used to seeing my knees above the gas cap. The fl at stock seat allowed for plenty of movement fore and aft, but the soft, pliable perch I en-joyed in the morning felt spongy in the af-ternoon heat. Combine these factors with the bike’s mid-placed foot controls and the rider triangle on the Street 750 was cramped for my 5-foot, 11-inch frame, but

should be just right for smaller riders and newbies. Among the more than 100 items already available from the accessories catalog is a Tallboy seat that positions the rider 1.5 inches up and 2.5 inches back from the stock position—an option taller owners will likely crave.

Clearly the Street 750 is a departure in many ways for Harley-Davidson. But in pursuit of the bike’s low price point, the Street’s designers curiously chose to do without a few key Harley traits that may not directly affect the ride quality, but nonetheless contribute to the brand’s iconic character. Beyond its docile purr and liquid-cooled engine, don’t look for a turn-signal switch by each grip—the Street features a non-self-cancelling, single thumb switch near the left grip like most

motorcycles to make it glob-ally compliant. I also noticed some inexpensive-looking components and an assembly line approach to fi t and fi nish: galvanized steel bolts and con-nectors, zip ties on the handle-bar, hurried frame welds and a few cosmetic fl aws.

Fortunately, not all tradition has been cast aside. The cool headlight cowl and fork gaiters

certainly lend custom cred, both fenders are steel and the bike’s cast wheels look as if they could have been lifted straight from Willie G.’s ’77 XLCR café racer.

Harley effectively invented the cruiser genre, but the Street 750 is just as com-parable to a standard such as a Triumph Bonneville as it is to a Honda Shadow. It simply doesn’t look, feel, sound or ride like a typical Harley-Davidson. Consid-ering this extreme departure, the Street 750 is, for the most part, a pleasant sur-prise: fun, light and easy to ride. Whether young, urban America embraces the new Harley-Davidson remains to be seen—but the Street has undeniable potential in the worldwide market. Give Harley credit for offering something completely new and different.

RIDDEN & RATED: H-D STREET XG750 AND XG500

continued from page 64 Harley-Davidson Street XG500/XG750

Website: harley-davidson.comBase Price: $6,799/7,499Price as Tested: NA/$7,794 (Mysterious Red Sunglo paint)Engine Type: Liquid-cooled, trans-verse 60-degree V-twin, SOHC, 4 valves per cyl.Bore x Stroke: 2.7 x 2.6/3.6 x 2.6 in.Displacement: 491/749cc

Transmission: 6-speed, cable-actuated wet clutchFinal Drive: BeltWheelbase: 60.4 in.Rake/Trail: 32 degrees/4.5 in. Seat Height: 27.9 in.Claimed Wet Weight: 489 lbs.Fuel Capacity: 3.5 gals., last 0.8 gal. warning light onClaimed MPG: 41

Top, left: The bulbous rear end is ripe for customization. Above, left: The retro sex appeal of the fork gaiters is tempered by the intrusive radiator. Right: The Street appears minuscule under this 5-foot, 11-inch, 185-pound rider, and it feels even smaller than it looks.

i40

p62x68RR1409HarleyStreet.indd 68 7/2/14 3:45 PM

for displacement and price—Harley says they even weigh the same. The price point alone should be enough to garner attention from young and beginning riders seeking sensible two-wheeled transportation. But is it enough to draw a generation of cus-tomers not beholden to brand identity into Harley-Davidson dealerships? It should be, as long as that target customer isn’t dead-set on owning a traditional Harley.

The XG750 is powered by the new Revolution X engine, a liquid-cooled, 60-degree V-twin that foregoes grunt and rumble for smooth and effi cient power. It utilizes a chain-driven, single

RIDDEN & RATED: HARLEY-DAVIDSON STREET XG750 AND XG500

STREETSENSEB Y J O N L A N G S T O NP H O T O S B Y R I L E S & N E L S O N

arley-Davidson used the youthful stage of the Summer X Games in the great American city of Austin, Texas, to debut the Street 750, its fi rst clean-sheet motorcycle in 13 years.

Purists may fear it’s the beginning of the end, but the Motor Company is fi lling a need with this inexpensive liquid-cooled motorcycle, which has more in common with a typical met-ric cruiser or standard than it does a Sportster. The Street is lightweight and agile, quiet and smooth, discreet and effi cient. From its appearance to its performance, from its sound to its price, the Street is brazenly unlike any Harley ever made. This is not your father’s Harley-Davidson—and the Motor Company is betting that an en-tire generation of motorcyclists won’t give a fl ip.

With approximately 40 percent of the U.S. population under the age of 30, and more than 70 percent living and/or working in an urban setting, Harley set out to create a bike that would appeal to that demographic’s sensibilities—and budgets. From $7,499 in gloss black, the Street 750 hit showrooms last June at nearly a thousand dollars less than the cheap-est Sportster. The 500, which we did not get to ride, starts at $6,799, and the bikes are identical except

Nimble and quiet, the new Street 750—Harley’s fi rst all-new platform since the V-Rod—is drastically unlike any Harley-Davidson ever built.

62 SEPTEMBER 2014

p62x68RR1409HarleyStreet.indd 62 7/2/14 3:45 PM

for displacement and price—Harley says they even weigh the same. The price point alone should be enough to garner attention from young and beginning riders seeking sensible two-wheeled transportation. But is it enough to draw a generation of cus-tomers not beholden to brand identity into Harley-Davidson dealerships? It should be, as long as that target customer isn’t dead-set on owning a traditional Harley.

The XG750 is powered by the new Revolution X engine, a liquid-cooled, 60-degree V-twin that foregoes grunt and rumble for smooth and effi cient power. It utilizes a chain-driven, single

RIDDEN & RATED: HARLEY-DAVIDSON STREET XG750 AND XG500

STREETSENSEB Y J O N L A N G S T O NP H O T O S B Y R I L E S & N E L S O N

arley-Davidson used the youthful stage of the Summer X Games in the great American city of Austin, Texas, to debut the Street 750, its fi rst clean-sheet motorcycle in 13 years.

Purists may fear it’s the beginning of the end, but the Motor Company is fi lling a need with this inexpensive liquid-cooled motorcycle, which has more in common with a typical met-ric cruiser or standard than it does a Sportster. The Street is lightweight and agile, quiet and smooth, discreet and effi cient. From its appearance to its performance, from its sound to its price, the Street is brazenly unlike any Harley ever made. This is not your father’s Harley-Davidson—and the Motor Company is betting that an en-tire generation of motorcyclists won’t give a fl ip.

With approximately 40 percent of the U.S. population under the age of 30, and more than 70 percent living and/or working in an urban setting, Harley set out to create a bike that would appeal to that demographic’s sensibilities—and budgets. From $7,499 in gloss black, the Street 750 hit showrooms last June at nearly a thousand dollars less than the cheap-est Sportster. The 500, which we did not get to ride, starts at $6,799, and the bikes are identical except

Nimble and quiet, the new Street 750—Harley’s fi rst all-new platform since the V-Rod—is drastically unlike any Harley-Davidson ever built.

62 SEPTEMBER 2014

p62x68RR1409HarleyStreet.indd 62 7/2/14 3:45 PM

RIDDEN & RATED: HARLEY-DAVIDSON STREET XG750 AND XG500

STREETSENSEB Y J O N L A N G S T O NP H O T O S B Y R I L E S & N E L S O N

SEPTEMBER 2014 63

p62x68RR1409HarleyStreet.indd 63 7/2/14 3:45 PM

64 SEPTEMBER 2014

RIDDEN & RATED: H-D STREET XG750 AND XG500

overhead cam as well as mechanical lifters and rocker arms to operate its four valves per cylinder. A 38mm Mikuni throttle body delivers the juice on the 750; on the 500 it’s a 35mm. Redlining near 8,000 rpm, about 2,000 rpm higher than a Sportster 883, the Street 750 makes more peak horsepower but not quite as much torque at a claimed 44.5 lb-ft (29.5 on the 500). While there’s still plenty of low-end grunt for riding around town, like the Sport-ster, power tops out quickly at highway speeds. But the Street’s constant mesh 6-speed transmission changes gears without a hitch, doesn’t announce its shifts with clunks and never fails to fi nd neutral when asked. The single-sided pipe is politely hushed, and the motor remained relatively cool on a sweltering Texas sum-mer day.

Contributing to the Street’s modest and amenable personality, the bike zips with remarkable agility thanks in no small

part to its narrow chassis, slim footprint and 27.9-inch seat height. The 140-series rear tire and 17-inch front wheel augment the bike’s agility, and it leans eagerly and steers effortlessly, with only slight pres-sure on the wide handlebar. Despite the bike’s 5.7 inches of ground clearance and generous lean angle, I managed to grind the rubber footpegs a few times, and one

Made in America?Among the loudest grumbles from pur-ists regarding the Street platform is that the bikes are being manufactured overseas. However, H-D promotional material clearly states the Street is assembled in its Kansas City, Missouri, plant. As for whether the components themselves are manufactured domesti-cally or imported to the U.S., Harley won’t say, nor would it comment on the ratio of domestic vs. imported parts. The Street 750 and 500 motorcycles for North American markets are defi-nitely being assembled in Kansas City. For international markets (initially India, Spain, Portugal and Italy), the Street is being built at H-D’s facility in Bawal, India.

“Building the Street…in India means we’re able to build these motorcycles closer to this customer base and, there-fore, be more responsive to their needs,” said H-D Media Relations Manager Jennifer Hoyer. “We are quite proud that we are able to build the bikes at our Kansas City plant for U.S. customers.”

continued on page 68

Helmet: Bell Bullitt / Jacket: Alpinestars Greasemonkey / Pants: Icon Hooligan Jeans / Gloves: Biltwell Moto / Boots: Georgia Insulated Work Boots

Worldwide markets are hungry for an affordable Harley, and the Street 750 fi ts the bill. Light and agile, the bike is ideal for urban environments.

The new 749cc

Revolution X 60-degree

V-Twin is liquid-cooled and fea-tures four valves

per cylinder. Quiet and smooth, it purrs

willingly around town but highway power tops out quickly.

p62x68RR1409HarleyStreet.indd 64 7/2/14 3:45 PM

RIDDEN & RATED: HARLEY-DAVIDSON STREET XG750 AND XG500

STREETSENSEB Y J O N L A N G S T O NP H O T O S B Y R I L E S & N E L S O N

SEPTEMBER 2014 63

p62x68RR1409HarleyStreet.indd 63 7/2/14 3:45 PM

64 SEPTEMBER 2014

RIDDEN & RATED: H-D STREET XG750 AND XG500

overhead cam as well as mechanical lifters and rocker arms to operate its four valves per cylinder. A 38mm Mikuni throttle body delivers the juice on the 750; on the 500 it’s a 35mm. Redlining near 8,000 rpm, about 2,000 rpm higher than a Sportster 883, the Street 750 makes more peak horsepower but not quite as much torque at a claimed 44.5 lb-ft (29.5 on the 500). While there’s still plenty of low-end grunt for riding around town, like the Sport-ster, power tops out quickly at highway speeds. But the Street’s constant mesh 6-speed transmission changes gears without a hitch, doesn’t announce its shifts with clunks and never fails to fi nd neutral when asked. The single-sided pipe is politely hushed, and the motor remained relatively cool on a sweltering Texas sum-mer day.

Contributing to the Street’s modest and amenable personality, the bike zips with remarkable agility thanks in no small

part to its narrow chassis, slim footprint and 27.9-inch seat height. The 140-series rear tire and 17-inch front wheel augment the bike’s agility, and it leans eagerly and steers effortlessly, with only slight pres-sure on the wide handlebar. Despite the bike’s 5.7 inches of ground clearance and generous lean angle, I managed to grind the rubber footpegs a few times, and one

Made in America?Among the loudest grumbles from pur-ists regarding the Street platform is that the bikes are being manufactured overseas. However, H-D promotional material clearly states the Street is assembled in its Kansas City, Missouri, plant. As for whether the components themselves are manufactured domesti-cally or imported to the U.S., Harley won’t say, nor would it comment on the ratio of domestic vs. imported parts. The Street 750 and 500 motorcycles for North American markets are defi-nitely being assembled in Kansas City. For international markets (initially India, Spain, Portugal and Italy), the Street is being built at H-D’s facility in Bawal, India.

“Building the Street…in India means we’re able to build these motorcycles closer to this customer base and, there-fore, be more responsive to their needs,” said H-D Media Relations Manager Jennifer Hoyer. “We are quite proud that we are able to build the bikes at our Kansas City plant for U.S. customers.”

continued on page 68

Helmet: Bell Bullitt / Jacket: Alpinestars Greasemonkey / Pants: Icon Hooligan Jeans / Gloves: Biltwell Moto / Boots: Georgia Insulated Work Boots

Worldwide markets are hungry for an affordable Harley, and the Street 750 fi ts the bill. Light and agile, the bike is ideal for urban environments.

The new 749cc

Revolution X 60-degree

V-Twin is liquid-cooled and fea-tures four valves

per cylinder. Quiet and smooth, it purrs

willingly around town but highway power tops out quickly.

p62x68RR1409HarleyStreet.indd 64 7/2/14 3:45 PM

68 SEPTEMBER 2014

hard scrape bit directly into the lower exhaust heat shield. Still, it’s the fi rst Harley I’d describe as “fl ickable.” Preload adjust-ment on the 37mm fork would be appreciated by experienced riders who like to even up their suspension load in turns, but overall the stock setup, particu-larly the dual shocks out back, is vastly better than any Sportster’s. As surprising as the suspension is, though, the brakes are a disappointment—the squishy front lever requires plenty of as-sist from the rear pedal even under normal riding conditions.

Harley designed the bike to slant for-ward aggressively; note the sloping rear fender and the super-low fuel tank. From the saddle the bike feels even smaller than it is, and I never got used to seeing my knees above the gas cap. The fl at stock seat allowed for plenty of movement fore and aft, but the soft, pliable perch I en-joyed in the morning felt spongy in the af-ternoon heat. Combine these factors with the bike’s mid-placed foot controls and the rider triangle on the Street 750 was cramped for my 5-foot, 11-inch frame, but

should be just right for smaller riders and newbies. Among the more than 100 items already available from the accessories catalog is a Tallboy seat that positions the rider 1.5 inches up and 2.5 inches back from the stock position—an option taller owners will likely crave.

Clearly the Street 750 is a departure in many ways for Harley-Davidson. But in pursuit of the bike’s low price point, the Street’s designers curiously chose to do without a few key Harley traits that may not directly affect the ride quality, but nonetheless contribute to the brand’s iconic character. Beyond its docile purr and liquid-cooled engine, don’t look for a turn-signal switch by each grip—the Street features a non-self-cancelling, single thumb switch near the left grip like most

motorcycles to make it glob-ally compliant. I also noticed some inexpensive-looking components and an assembly line approach to fi t and fi nish: galvanized steel bolts and con-nectors, zip ties on the handle-bar, hurried frame welds and a few cosmetic fl aws.

Fortunately, not all tradition has been cast aside. The cool headlight cowl and fork gaiters

certainly lend custom cred, both fenders are steel and the bike’s cast wheels look as if they could have been lifted straight from Willie G.’s ’77 XLCR café racer.

Harley effectively invented the cruiser genre, but the Street 750 is just as com-parable to a standard such as a Triumph Bonneville as it is to a Honda Shadow. It simply doesn’t look, feel, sound or ride like a typical Harley-Davidson. Consid-ering this extreme departure, the Street 750 is, for the most part, a pleasant sur-prise: fun, light and easy to ride. Whether young, urban America embraces the new Harley-Davidson remains to be seen—but the Street has undeniable potential in the worldwide market. Give Harley credit for offering something completely new and different.

RIDDEN & RATED: H-D STREET XG750 AND XG500

continued from page 64 Harley-Davidson Street XG500/XG750

Website: harley-davidson.comBase Price: $6,799/7,499Price as Tested: NA/$7,794 (Mysterious Red Sunglo paint)Engine Type: Liquid-cooled, trans-verse 60-degree V-twin, SOHC, 4 valves per cyl.Bore x Stroke: 2.7 x 2.6/3.6 x 2.6 in.Displacement: 491/749cc

Transmission: 6-speed, cable-actuated wet clutchFinal Drive: BeltWheelbase: 60.4 in.Rake/Trail: 32 degrees/4.5 in. Seat Height: 27.9 in.Claimed Wet Weight: 489 lbs.Fuel Capacity: 3.5 gals., last 0.8 gal. warning light onClaimed MPG: 41

Top, left: The bulbous rear end is ripe for customization. Above, left: The retro sex appeal of the fork gaiters is tempered by the intrusive radiator. Right: The Street appears minuscule under this 5-foot, 11-inch, 185-pound rider, and it feels even smaller than it looks.

i40

p62x68RR1409HarleyStreet.indd 68 7/2/14 3:45 PM

for displacement and price—Harley says they even weigh the same. The price point alone should be enough to garner attention from young and beginning riders seeking sensible two-wheeled transportation. But is it enough to draw a generation of cus-tomers not beholden to brand identity into Harley-Davidson dealerships? It should be, as long as that target customer isn’t dead-set on owning a traditional Harley.

The XG750 is powered by the new Revolution X engine, a liquid-cooled, 60-degree V-twin that foregoes grunt and rumble for smooth and effi cient power. It utilizes a chain-driven, single

RIDDEN & RATED: HARLEY-DAVIDSON STREET XG750 AND XG500

STREETSENSEB Y J O N L A N G S T O NP H O T O S B Y R I L E S & N E L S O N

arley-Davidson used the youthful stage of the Summer X Games in the great American city of Austin, Texas, to debut the Street 750, its fi rst clean-sheet motorcycle in 13 years.

Purists may fear it’s the beginning of the end, but the Motor Company is fi lling a need with this inexpensive liquid-cooled motorcycle, which has more in common with a typical met-ric cruiser or standard than it does a Sportster. The Street is lightweight and agile, quiet and smooth, discreet and effi cient. From its appearance to its performance, from its sound to its price, the Street is brazenly unlike any Harley ever made. This is not your father’s Harley-Davidson—and the Motor Company is betting that an en-tire generation of motorcyclists won’t give a fl ip.

With approximately 40 percent of the U.S. population under the age of 30, and more than 70 percent living and/or working in an urban setting, Harley set out to create a bike that would appeal to that demographic’s sensibilities—and budgets. From $7,499 in gloss black, the Street 750 hit showrooms last June at nearly a thousand dollars less than the cheap-est Sportster. The 500, which we did not get to ride, starts at $6,799, and the bikes are identical except

Nimble and quiet, the new Street 750—Harley’s fi rst all-new platform since the V-Rod—is drastically unlike any Harley-Davidson ever built.

62 SEPTEMBER 2014

p62x68RR1409HarleyStreet.indd 62 7/2/14 3:45 PM

RIDDEN & RATED: HARLEY-DAVIDSON STREET XG750 AND XG500

STREETSENSEB Y J O N L A N G S T O NP H O T O S B Y R I L E S & N E L S O N

SEPTEMBER 2014 63

p62x68RR1409HarleyStreet.indd 63 7/2/14 3:45 PM

64 SEPTEMBER 2014

RIDDEN & RATED: H-D STREET XG750 AND XG500

overhead cam as well as mechanical lifters and rocker arms to operate its four valves per cylinder. A 38mm Mikuni throttle body delivers the juice on the 750; on the 500 it’s a 35mm. Redlining near 8,000 rpm, about 2,000 rpm higher than a Sportster 883, the Street 750 makes more peak horsepower but not quite as much torque at a claimed 44.5 lb-ft (29.5 on the 500). While there’s still plenty of low-end grunt for riding around town, like the Sport-ster, power tops out quickly at highway speeds. But the Street’s constant mesh 6-speed transmission changes gears without a hitch, doesn’t announce its shifts with clunks and never fails to fi nd neutral when asked. The single-sided pipe is politely hushed, and the motor remained relatively cool on a sweltering Texas sum-mer day.

Contributing to the Street’s modest and amenable personality, the bike zips with remarkable agility thanks in no small

part to its narrow chassis, slim footprint and 27.9-inch seat height. The 140-series rear tire and 17-inch front wheel augment the bike’s agility, and it leans eagerly and steers effortlessly, with only slight pres-sure on the wide handlebar. Despite the bike’s 5.7 inches of ground clearance and generous lean angle, I managed to grind the rubber footpegs a few times, and one

Made in America?Among the loudest grumbles from pur-ists regarding the Street platform is that the bikes are being manufactured overseas. However, H-D promotional material clearly states the Street is assembled in its Kansas City, Missouri, plant. As for whether the components themselves are manufactured domesti-cally or imported to the U.S., Harley won’t say, nor would it comment on the ratio of domestic vs. imported parts. The Street 750 and 500 motorcycles for North American markets are defi-nitely being assembled in Kansas City. For international markets (initially India, Spain, Portugal and Italy), the Street is being built at H-D’s facility in Bawal, India.

“Building the Street…in India means we’re able to build these motorcycles closer to this customer base and, there-fore, be more responsive to their needs,” said H-D Media Relations Manager Jennifer Hoyer. “We are quite proud that we are able to build the bikes at our Kansas City plant for U.S. customers.”

continued on page 68

Helmet: Bell Bullitt / Jacket: Alpinestars Greasemonkey / Pants: Icon Hooligan Jeans / Gloves: Biltwell Moto / Boots: Georgia Insulated Work Boots

Worldwide markets are hungry for an affordable Harley, and the Street 750 fi ts the bill. Light and agile, the bike is ideal for urban environments.

The new 749cc

Revolution X 60-degree

V-Twin is liquid-cooled and fea-tures four valves

per cylinder. Quiet and smooth, it purrs

willingly around town but highway power tops out quickly.

p62x68RR1409HarleyStreet.indd 64 7/2/14 3:45 PM

RIDDEN & RATED: HARLEY-DAVIDSON STREET XG750 AND XG500

STREETSENSEB Y J O N L A N G S T O NP H O T O S B Y R I L E S & N E L S O N

SEPTEMBER 2014 63

p62x68RR1409HarleyStreet.indd 63 7/2/14 3:45 PM

64 SEPTEMBER 2014

RIDDEN & RATED: H-D STREET XG750 AND XG500

overhead cam as well as mechanical lifters and rocker arms to operate its four valves per cylinder. A 38mm Mikuni throttle body delivers the juice on the 750; on the 500 it’s a 35mm. Redlining near 8,000 rpm, about 2,000 rpm higher than a Sportster 883, the Street 750 makes more peak horsepower but not quite as much torque at a claimed 44.5 lb-ft (29.5 on the 500). While there’s still plenty of low-end grunt for riding around town, like the Sport-ster, power tops out quickly at highway speeds. But the Street’s constant mesh 6-speed transmission changes gears without a hitch, doesn’t announce its shifts with clunks and never fails to fi nd neutral when asked. The single-sided pipe is politely hushed, and the motor remained relatively cool on a sweltering Texas sum-mer day.

Contributing to the Street’s modest and amenable personality, the bike zips with remarkable agility thanks in no small

part to its narrow chassis, slim footprint and 27.9-inch seat height. The 140-series rear tire and 17-inch front wheel augment the bike’s agility, and it leans eagerly and steers effortlessly, with only slight pres-sure on the wide handlebar. Despite the bike’s 5.7 inches of ground clearance and generous lean angle, I managed to grind the rubber footpegs a few times, and one

Made in America?Among the loudest grumbles from pur-ists regarding the Street platform is that the bikes are being manufactured overseas. However, H-D promotional material clearly states the Street is assembled in its Kansas City, Missouri, plant. As for whether the components themselves are manufactured domesti-cally or imported to the U.S., Harley won’t say, nor would it comment on the ratio of domestic vs. imported parts. The Street 750 and 500 motorcycles for North American markets are defi-nitely being assembled in Kansas City. For international markets (initially India, Spain, Portugal and Italy), the Street is being built at H-D’s facility in Bawal, India.

“Building the Street…in India means we’re able to build these motorcycles closer to this customer base and, there-fore, be more responsive to their needs,” said H-D Media Relations Manager Jennifer Hoyer. “We are quite proud that we are able to build the bikes at our Kansas City plant for U.S. customers.”

continued on page 68

Helmet: Bell Bullitt / Jacket: Alpinestars Greasemonkey / Pants: Icon Hooligan Jeans / Gloves: Biltwell Moto / Boots: Georgia Insulated Work Boots

Worldwide markets are hungry for an affordable Harley, and the Street 750 fi ts the bill. Light and agile, the bike is ideal for urban environments.

The new 749cc

Revolution X 60-degree

V-Twin is liquid-cooled and fea-tures four valves

per cylinder. Quiet and smooth, it purrs

willingly around town but highway power tops out quickly.

p62x68RR1409HarleyStreet.indd 64 7/2/14 3:45 PM

68 SEPTEMBER 2014

hard scrape bit directly into the lower exhaust heat shield. Still, it’s the fi rst Harley I’d describe as “fl ickable.” Preload adjust-ment on the 37mm fork would be appreciated by experienced riders who like to even up their suspension load in turns, but overall the stock setup, particu-larly the dual shocks out back, is vastly better than any Sportster’s. As surprising as the suspension is, though, the brakes are a disappointment—the squishy front lever requires plenty of as-sist from the rear pedal even under normal riding conditions.

Harley designed the bike to slant for-ward aggressively; note the sloping rear fender and the super-low fuel tank. From the saddle the bike feels even smaller than it is, and I never got used to seeing my knees above the gas cap. The fl at stock seat allowed for plenty of movement fore and aft, but the soft, pliable perch I en-joyed in the morning felt spongy in the af-ternoon heat. Combine these factors with the bike’s mid-placed foot controls and the rider triangle on the Street 750 was cramped for my 5-foot, 11-inch frame, but

should be just right for smaller riders and newbies. Among the more than 100 items already available from the accessories catalog is a Tallboy seat that positions the rider 1.5 inches up and 2.5 inches back from the stock position—an option taller owners will likely crave.

Clearly the Street 750 is a departure in many ways for Harley-Davidson. But in pursuit of the bike’s low price point, the Street’s designers curiously chose to do without a few key Harley traits that may not directly affect the ride quality, but nonetheless contribute to the brand’s iconic character. Beyond its docile purr and liquid-cooled engine, don’t look for a turn-signal switch by each grip—the Street features a non-self-cancelling, single thumb switch near the left grip like most

motorcycles to make it glob-ally compliant. I also noticed some inexpensive-looking components and an assembly line approach to fi t and fi nish: galvanized steel bolts and con-nectors, zip ties on the handle-bar, hurried frame welds and a few cosmetic fl aws.

Fortunately, not all tradition has been cast aside. The cool headlight cowl and fork gaiters

certainly lend custom cred, both fenders are steel and the bike’s cast wheels look as if they could have been lifted straight from Willie G.’s ’77 XLCR café racer.

Harley effectively invented the cruiser genre, but the Street 750 is just as com-parable to a standard such as a Triumph Bonneville as it is to a Honda Shadow. It simply doesn’t look, feel, sound or ride like a typical Harley-Davidson. Consid-ering this extreme departure, the Street 750 is, for the most part, a pleasant sur-prise: fun, light and easy to ride. Whether young, urban America embraces the new Harley-Davidson remains to be seen—but the Street has undeniable potential in the worldwide market. Give Harley credit for offering something completely new and different.

RIDDEN & RATED: H-D STREET XG750 AND XG500

continued from page 64 Harley-Davidson Street XG500/XG750

Website: harley-davidson.comBase Price: $6,799/7,499Price as Tested: NA/$7,794 (Mysterious Red Sunglo paint)Engine Type: Liquid-cooled, trans-verse 60-degree V-twin, SOHC, 4 valves per cyl.Bore x Stroke: 2.7 x 2.6/3.6 x 2.6 in.Displacement: 491/749cc

Transmission: 6-speed, cable-actuated wet clutchFinal Drive: BeltWheelbase: 60.4 in.Rake/Trail: 32 degrees/4.5 in. Seat Height: 27.9 in.Claimed Wet Weight: 489 lbs.Fuel Capacity: 3.5 gals., last 0.8 gal. warning light onClaimed MPG: 41

Top, left: The bulbous rear end is ripe for customization. Above, left: The retro sex appeal of the fork gaiters is tempered by the intrusive radiator. Right: The Street appears minuscule under this 5-foot, 11-inch, 185-pound rider, and it feels even smaller than it looks.

i40

p62x68RR1409HarleyStreet.indd 68 7/2/14 3:45 PM