2023 Harley-Davidson Sportster S Review

Are power and technology enough to draw riders into the H-D family?

The Sportster S had big shoes to fill when it rolled onto the scene in 2021, and while many still miss the simplistic nature of previous-generation Sportsters, there’s no denying the performance of this latest version.

If you came here looking for an inexpensive and elemental cruiser intended for quick rips through town, you’ve come to the wrong place. Harley-Davidson could have built that bike, but it chose not to. And while the Sportster S will gladly shuttle you from stoplight to stoplight, then home again, Harley-Davidson always intended for this bike to be something more than that.

But who is the Sportster S for, and where does it work best? After spending a limited amount of time with the bike since it first showed up on the “Sport” section of the Harley-Davidson website, we decided it was time to check in with the Sportster S and understand what it’s like living with H-D’s most performance-oriented cruiser. If not to answer the question: Are power and technology enough to draw riders into the H-D family?

The Sportster S reminds us of an American muscle car; wide tires and a stocky stance give it presence, but the star of the show is the Revolution Max 1250T engine.

About the Bike

Introduced in 2021, the Sportster S is Harley-Davidson reaffirming its commitment to a revamped and fully modern lineup, and to using a clean-sheet approach to new models. Updating the air-cooled, Evolution-based platform would not suffice even if it did appease Sportster loyalists and extend a legacy begun in 1957. Nor would a new air-cooled platform have made sense from a manufacturing standpoint, as Harley-Davidson has heavily invested in the new Revolution Max engine that powers the Pan America. Modifying the Rev Max and using it across different H-D models helps amortize the costs associated with designing, developing, and assembling an entirely new engine platform.

So while the Sportster might be one of Harley-Davidson’s biggest success stories and one of the longest continually produced motorcycles in history (more than 50,000 models were shipped a year from 2012–2017), it’s important to recognize that the Sportster S almost had to be different. One look at the spec sheet and you’ll realize just how different it is.

Harley-Davidson took a unique approach to the Sportster S design. There are design elements from the bobber world but also design cues from the XR-750 flat-tracker. Just look at that tail and solo seat.

The 1,250cc Revolution Max 1250 engine is the focus here. Dubbed the Revolution Max 1250T, this version of Harley’s liquid-cooled 60-degree V-twin uses smaller valves and ports and a different combustion chamber shape than the Pan America 1250, for added torque at low and midrange rpm. Variable Valve Timing (VVT) remains on intake and exhaust cams (the Nightster’s Revolution Max 975T engine has VVT on the intake side only), and maintenance-free hydraulic lash valve adjusters are used. Harley says torque is up 10 percent between 3,000 and 6,000 rpm when compared to the Revolution Max 1250 engine in the Pan America.

Strapping the bike to our in-house Dynojet dyno supports that claim; our testbike produced 109.6 hp at 7,530 rpm and 85.2 lb.-ft. of torque at 6,000 rpm, whereas the last Pan America we tested made 127.6 hp at 9,040 rpm and 78.4 lb.-ft. of torque at 4,480 rpm. The torque curve is as promised, the Sportster S making near peak torque at roughly 2,500 rpm and the Pan America not getting to its peak torque number until around 4,500 rpm.

You can watch the full Sportster S dyno video here.

The Revolution Max 1250T looks nothing like a traditional Harley-Davidson engine.

The engine pulls double duty, acting as a stressed member of the chassis and removing the need for a traditional frame. In its place are a front frame, mid frame, and swingarm that mount directly to the engine, which is designed to be rigid so that it can act as a chassis component. And while that might limit how much the at-home builder can customize the Sportster S, there are benefits to this design, the biggest being reduced weight and a comparatively stiff “chassis” that’s better suited for spirited riding.

The Sportster’s engine is used as a stressed member of the chassis, meaning there’s no traditional frame. A trellis front frame bolts directly to the engine. Fork legs are spread wide to accommodate the chunky 160/70-17 front tire.

More hints at H-D’s performance-first approach come in the form of Brembo brakes and Showa suspension, the Sportster S rolling on a fully adjustable 43mm inverted cartridge fork and fully adjustable piggyback reservoir shock with hydraulic preload adjustment. Yes, there’s only one front brake disc, but at least it’s paired to a Monoblock caliper. More unfortunate is that the rear suspension has just 2.0 inches of travel, which contributes to the bike’s low, stocky stance but doesn’t help much at anything other than a standstill. Old habits die hard, and here Harley is acknowledging that stance still matters.

To build a sportier Sportster and not outfit it with the latest electronic rider aids would defeat the purpose, thus Harley-Davidson threw everything it had at the Sportster S. Three preprogrammed ride modes (Sport, Road, and Rain) are available alongside two Custom modes that the rider can build to their liking, with options for engine map, engine-braking, throttle response, and traction control. Not only do those Custom modes increase the versatility of the Sportster S, but they also help distinguish the more expensive Sportster S from the “entry-level” Nightster, which comes only with H-D’s three preprogrammed ride modes.

The 4-inch-diameter TFT display doesn't feel busy, and is easy to navigate when it comes time to adjust rider modes.

Harley’s Cornering Rider Safety Enhancements (RDRS) rider-aid suite adds an extra layer of safety, the Sportster S coming standard with such technology as lean-sensitive traction control with Rain, Road, and Sport settings. All of these systems are managed through a 4-inch-diameter TFT screen and Harley’s latest switch gear. Riders can connect the display to their Bluetooth device and headset, which allows them to listen to music, take calls, or even get navigation directions when using the Harley-Davidson App.

Riding Impressions

The best way to approach the Sportster S is to not think of it as a Sportster, or to allow yourself to be boxed in by what you think this bike is supposed to do.

Even just throwing a leg over the bike you’ll notice its flexibility; a rather accommodating rider triangle allows you to sit back in a relaxed position, at the middle of the seat in a more upright, commanding position, or leaned over the tank in a sportier riding position perfect for spirited canyon riding. You’re not locked in place or limited by traditional cruiser ergos that would otherwise make the bike feel out of place as the scenery changes.

Keep in mind that this is with the Sportster S model’s standard forward controls. Harley-Davidson offers a mid-control conversion kit ($693.95) that moves the footpegs to just under the seat, for a sportier riding position and to accommodate shorter riders. Great to have options, sure, but for anyone over 6 feet tall the forward controls feel more accommodating. Maximum stated cornering lean angle is 34 degrees on both sides, and that was more than enough to keep us from dragging pegs in most situations.

The Sportster S feels right at home on city streets. The real fun comes when you can crack the throttle on the Revolution Max 1250T engine.

It might feel strange reading about “going farther” on the Sportster S and “tackling the canyons,” but that’s what happens when you have an engine that’s as capable and fun as the Revolution Max 1250T, which is in many ways the best part of this bike.

VVT makes all the difference, allowing the engine to be smooth and controllable off idle but open up as the digital rev counter sweeps past 4,000 rpm. This is an extremely free-revving powerplant that isn’t limited in any situation, with a usable spread of power and enough over-rev past 7,000 rpm to keep you from constantly shifting. There’s very little heat from the engine or high-mount exhaust. The only real component we don’t love is the clutch, which has a light pull but limited feel through the lever travel. This can make it tough to launch the Sportster S when leaving a stoplight, especially if you’re using one of the less-responsive riding modes.

The left side of the Sporter S is a little busy.

The modes themselves add to the bike’s versatile nature, though the only preprogrammed mode we were drawn to was Sport, with its direct throttle response and linear power delivery. Road mode is OK when trudging through afternoon traffic, but in every other situation the tempered throttle response and limited clutch feel make it hard to get going in a way that resembles good, smooth riding. That’s a little bit ironic as we’d otherwise have argued that Road mode would help new riders get comfortable on the Sportster S before tapping into its full potential. If anything, this is an indication that Harley-Davidson is still getting comfortable with what electronic control is best for a platform like the Sportster.

There are of course more options, and ultimately we preferred a Custom ride mode with Sport Engine Map, Base Engine-Braking (five levels total), +1 Throttle Response (five levels total), and Sport Traction Control. We noticed very little difference between engine-brake settings. Another funny thing to mention is that the bike has an Off-Road Engine Map, a clear indication the system’s roots are in the Pan America. And seeing as how unlikely it is the Sportster S will go off-road, one could argue Harley should have taken the time to relabel or remove this. If nothing else, you can see how quickly H-D is working to bring these systems to new models.

A single, 320mm front brake disc and Brembo Monoblock caliper keeps things simple while offering more than enough stopping power. Something else Sportster S owners should consider is front tire replacement; the 160/70-17 Dunlop GT503 sells for $299.95 on the Harley-Davidson website, a $120 premium over the more traditional 100/90-19 on the Nightster.

The engine does well in its role as a structural element of the chassis, which is to say the bike handles surprisingly well as you work your way up a winding mountain road. The bike remains planted and balanced, allowing you to drive through a corner in a way earlier Sportsters couldn’t unless you’d thrown thousands of dollars at an aftermarket catalog. The only problem here is that the 160/70-17 front tire and narrow handlebar make it heavy to steer, which limits how fast you can attack a set of turns. Even just gently adding front brake pressure in a corner will make the bike stand up, and making small line adjustments midcorner requires effort.

So no, this isn’t a sportbike. But it is a great option for the rider who wants to chase down KTM 390 Dukes on a “cruiser.”

Once you get past the heavy turn-in, the Sportster S is a lot of fun on a canyon road.

Mind you, that rider will find other limitations, the biggest one being the rear suspension. Two inches of travel isn’t enough to smooth out even moderately bumpy roads, and it’s not long before your back is starting to curse the Harley design team that decided this was the best solution, as there’s essentially no suspension change you can make to get around that limited travel. Fortunately, the Showa fork offers a lot more in the way of bump absorption and road holding, and it’s easy enough to adjust the clickers with a flat blade, for more support during spirited riding. Once heading back to the highway, we’d simply pull compression damping back out and be on our way.

The performance that Harley has pumped into this package makes you wonder about the Bronx naked bike that Harley teased in 2018. Harley is limited by what it can do with the Sportster S while maintaining a traditional cruiser stance, but that wouldn’t be the case with a true streetfighter. Harley-Davidson reps say they “have not officially ever said if it was coming to market or not,” but riding the Sportster S strengthens the desire for that bike, particularly because of how good this engine is.

More laid-back riding gives you a chance to appreciate the areas where Harley has made advancements in recent years, which in this case means the gauge cluster and switch gear. That display is covered in nonreflective glass so that it’s easy to read in any lighting, and the new control layout Harley-Davidson is using makes it incredibly easy to navigate through the rider-aid options. The same can be said for navigating music options with the buttons on the right side of the handlebar. We’re glad to not have turn signal buttons on each side of the handlebar too—more small signs that Harley is willing to leave some things in the past.

Harley-Davidson’s latest switch gear is a step in the right direction and overall very easy to use. The bike is prewired for heated hand grips (notice the heated grips button), but those grips need to be purchased separately.

Final Thoughts

Perhaps the best compliment we can give the Sportster S is that we didn’t walk away from the test missing the old Sportster. There will always be comparisons to that platform, sure, but Harley-Davidson has done well to make the Sportster S excel in ways the old bike never could. This Sportster has the potential to work for more people of different riding skill and experience, as the performance potential is so much higher than any Sportster that came before it.

Mind you, performance and a more expansive electronics package comes at a cost. MSRP for the 2023 Sportster S is $16,399, a $2,900 premium over the entry-level but still costly Nightster, which is priced at $13,499. You can’t help but feel like Harley-Davidson is ignoring potential new riders with this high barrier to entry. For reference, MSRP for the 2021 Iron 1200 was just $9,999, with the upgraded Forty-Eight at $11,459.

The other concern is in how much the limited rear travel impacts the experience. This is a genuinely impressive platform in terms of engine and handling, but that matters very little if the only thing your lower back remembers is every pothole you pummeled through on your way up to the canyons. Perhaps this would matter less if we hadn’t been teased with the Bronx, which would almost certainly offer all of the same performance as the Sportster S but in a platform with sportbike-like suspension that would be more suitable to the spirited riding that the Sportster S encourages.

Those who are willing to sacrifice a little comfort for a traditional cruiser stance will be rewarded with a fully modern bike that’s a balance between style and performance. But that person must place more value on power and technology, because that is what defines the modern Sportster.

A 3.1-gallon tank sets the tone, and doesn’t allow you to go too far. The bulk of our fuel stops were done in under 100 miles.

The high-mount exhausts don’t get in the way nearly as much as you’d expect. The seat is thin, but nice in that you can move around on it easily.

Closer look at the Sporter S front brake.

The Sporter S uses a Revolution Max 1250 engine that’s been updated for more low and midrange torque.

2023 Harley-Davidson Sportster S Specs

MSRP:	$16,399
Engine:	DOHC, liquid-cooled, 60-degree V-twin w/ variable valve timing; 4 valves/cyl.
Displacement:	1,252cc
Bore x Stroke:	105.0 x 72.3mm
Compression Ratio:	12.0:1
Transmission/Final Drive:	6-speed/belt
Cycle World Measured Horsepower:	109.6 hp @ 7,530 rpm
Cycle World Measured Torque:	85.2 lb.-ft. @ 6,000 rpm
Fuel System:	EFI w/ 50mm throttle bodies; ride-by-wire
Clutch:	Wet, multiplate w/ assist and slip
Engine Management/Ignition:	Electronic
Frame:	Steel trellis frame w/ stamped, cast, and forged junctions, and forged aluminum mid-structure
Front Suspension:	Fully adjustable Showa 43mm inverted fork; 3.6 in. travel
Rear Suspension:	Fully adjustable Showa monoshock; 2.0 in. travel
Front Brake:	Radially mounted Brembo Monoblock 4-piston caliper, 320mm disc w/ Cornering ABS
Rear Brake:	Brembo 1-piston floating caliper, 260mm disc w/ Cornering ABS
Wheels, Front/Rear:	Cast aluminum; 17 x 4.5 in. / 16 x 5.0 in.
Tires, Front/Rear:	Dunlop Harley-Davidson Series Radials; 160/70R-17 / 180/70R-16
Rake/Trail:	30.0°/5.8 in.
Wheelbase:	59.8 in.
Ground Clearance:	3.5 in.
Seat Height:	29.6 in.
Fuel Capacity:	3.1 gal.
Average MPG:	39.3 mpg
Cycle World Measured Wet Weight:	508 lb.
Contact:	harley-davidson.com