2023 CVO Street Glide and CVO Road Glide models
The 2023 Harley-Davidson CVO models mark the beginning of a new era.
Das Willie G. Product Development Center in Milwaukee, ist der Arbeitsplatz von Brad Richards, dem „Vice President of Design and Creative Director“, mit dem ich sprechen konnte und genauso mit Chefingenieurin Chr. Exner und verschiedenen anderen Mitarbeitern, die an der Entwicklung der CVO Modelle beteiligt waren. Ich kann euch sagen, nach Gesprächen dieser Art, sieht man vieles anders.
You don't need to take your cue from other manufacturers when it comes to design, for example. And this is where we can start: how did you come up with the new design line?
The design development of the new CVO Street Glide and CVO Road Glide models
The CVO models are Harley-Davidson's premium segment, produced in limited editions. Elaborate paintwork, state-of-the-art technology with many exclusive components.
Both CVO models have their own history, so anyone who wants to change anything about the legendary Batwing fairing on today's Street Glide models needs to approach the matter with caution. In 1969, we saw the Harley-Davidson Electra Glide for the first time, with the Batwing fairing designed by Willie G. In 2021, it was added to the current „ICON COLLECTION“ as the Harley-Davidson Electra Glide Revival.
The trick is to express a modern design with as few changes as possible. The Harley-Davidson community does not usually appreciate major changes.
Finding the balance between evolution and revolution
Brad Richards was aware of this, and out of hundreds of design proposals, nine remained in the end. From a template with very few changes to a very significant design change, the final design was found.
The following graphic shows a CVO Street Glide, which has undergone very few changes on the left side and has a more classic design. The further to the right you look on the graphic, the more intense the changes become.
The final sketches, with the vision of the eagle's wings
Großartig ist die Grafik mit dem Adler und den ausgebreiteten Schwingen, wenn man sich die Zeichnungen ansieht, erkennt man genau, wo die Designlinien laufen. Die Adlerschwingen ziehen und entwickeln sich jeweils in einer Linie aus dem LED-Scheinwerfer hinaus. Diese beiden Pictures sind die Schlüsselskizzen, das war der Moment wo der Prozess und die Umsetzung von der Idee in die Realität begann.
The side view clearly shows the conceptual design line, where the individual components are visually connected. It is particularly interesting to see why the cases have this palate in the middle; they follow the line in exactly the same way as the side cover and the tank. What also becomes very clear is that we are basically talking about two really different Harleys; the difference is much greater than just the design.
CVO Street Glide fairing
The most noticeable change is to the windshield, which I initially thought would be electronically adjustable. It isn't, because the aim was to reduce weight overall, and more servomotors would have worked against that. They solved the problem differently by directing the wind through the air duct under the windshield. The rider can adjust the airflow continuously, which actually works, as I tried out during my test ride. Harley-Davidson claims that turbulence around the helmet is reduced by up to 60%.
The Willie Wing deflectors
There are small „Willie Wing“ Wings that can be used to direct the wind flow toward the rider—more details on this will follow later, as Harley-Davidson has developed new jackets that channel the wind to an opening in the jacket to provide good ventilation while riding. I later noticed that the fairing on the CVO Street Glide is slightly higher than that on the CVO Road Glide.
Both CVOs were extensively tested by the developers in a wind tunnel, where the airflow patterns were determined. The fairing of the CVO Road Glide has a different shape and is pulled further forward, resulting in a different angle of attack. The additional air ducts next to the headlight play a particularly significant role in this. .
CVO Road Glide fairing
The frame-mounted fairing on the CVO Road Glide looks powerful. The windshield has a different shape and underneath it there is also a wind tunnel that is infinitely adjustable and can direct the wind toward the rider or away from the rider, over the helmet. Alternatively, the flap can be closed.
Air ducts on the CVO Road Glide. They direct the airflow into the fairing and straight up in front of the rider, creating a wall of air at certain speeds.
Right next to the headlight of the CVO Road Glide are additional air ducts, but the airflow is not directed directly at the rider. Instead, it rises in front of the rider to create a wall of air, which reduces turbulence.
Closing the flaps would change everything and cause turbulence, unlike with the previous model, where this was still possible up to and including 2019.
The Road Glide has two additional air ducts.
Right next to the headlight of the CVO Road Glide are additional air ducts, but the airflow is not directed directly at the rider. Instead, it rises in front of the rider to create a wall of air, which reduces turbulence. Closing the flaps would change everything and lead to turbulence, unlike the previous model, where this was still possible up to and including 2019.
I was particularly interested in this topic. Now you have full protection behind the fairing again and no constant pressure on your upper body, which was rather annoying on colder days and tours in cool climates.
It is possible to use the side „Willie Wings“ – Deflectors direct the wind toward the rider, leading to the entrance of the ventilation channel, which is designed to fit the FXRG jacket.
This gives the rider the opportunity to ventilate the jacket effectively on warm days.
The fairing below the Willie Wings extends far down, creating a design connection to the rear of the CVO Road Glide.
The test drive and where the differences lie
The riding experience of the CVO Street Glide and CVO Road Glide
Previous Street Glide riders will feel right at home on the new CVO Street Glide when they take it for its first ride. The cockpit is, of course, completely new, but it is still intuitive to use once you understand the basics and how the new switches work.
The first ride will fascinate you and the modern look may be a little confusing, but basically we have the familiar feeling of the Street Glide in front of us. Light steering and a very good seating position give you a good feeling. The saddle has been ergonomically adjusted, and they have thought about how to improve comfort on particularly bad roads, which includes not only the new chassis but also the newly shaped seat.
Brad Richards said that on bad roads, you often used to slide down in your seat and change your posture. Milwaukee has many bad roads, where they were able to test it extensively.
Thanks to the subtle new shape of the seat interior, you no longer slide forward and can maintain your riding position. This worked well in Milwaukee, but whether the saddle is really suitable for touring will become clear once I've ridden more than 300 kilometers. Basically, I haven't had any bad experiences with CVO saddles so far, and I hope it stays that way. In any case, my first impression was very good.
The CVO Road Glide undergoes a real transformation
The new CVO Road Glide will attract even more bikers than before; at the very least, bikers will now be able to make a clearer decision when choosing a model.
The driver! The new cockpit and the new: „The street belongs to me.“ Feeling. I was completely blown away from the very first moment. The APE handlebars give you a great riding experience—you'll either love it or hate it. The handling is excellent, and the rider feels like they have everything under control. Personally, I would have changed a few more things. My choice would have been the CVO Road Glide with a 21-inch front wheel and long panniers, which would make it look even more like a bagger. Of course, this could be achieved with a retrofit.
Ich bin jetzt beide Modelle gefahren, es ist ein Unterschied wie Tag und Nacht. Ihr müsst unbedingt eine Probefahrt machen sobald es möglich ist, um dieses Feeling einmal mitzunehmen. Ist klar, dass sie sich nicht jeder leisten wird, aber diese Entwicklung wird sich später sicherlich auch bei den anderen Modellen wiederfinden lassen. Ich gehe davon aus, dass spätestens auf der European Bike Week 2023, die Möglichkeit dazu bestehen wird, die neuen CVOs in einer Probefahrt testen zu können.
The new SHOWA suspension
Harley-Davidson has installed a new, hydraulically adjustable Showa suspension on its CVO models. The front features a 47 mm upside-down fork with 117 mm of travel. An upside-down fork has always been a good thing; it is very torsion-resistant, which brings more stability to the suspension, and in combination with the new adjustable rear shock absorbers, it is a good choice.
During my first test ride, the suspension made a very good impression, and adjustment is quick and easy using the new twist grip. It would have been nicer if they had found a position where it could be adjusted while riding, as then the twist grip would not be so visually obtrusive and, on long tours, it would be possible to adjust more quickly to changing road conditions. The preload can be further adjusted using the tool provided after removing the right-hand pannier. Everything was fine for me and I only adjusted the suspension once using the adjustment wheel.
German highway
I drove on the highway in the USA at around 80 miles (130 km/h), maybe a little faster at times. When I asked whether the team had also looked into the topic of the „German Autobahn,“ I initially elicited broad smiles from the entire team, but yes, it was indeed a topic of discussion. The new CVO is limited to 120 miles per hour (193 km/h), according to the information provided on site, but in the end it was limited to 178 km/h in Germany. The new Milwaukee VVT 121 engine was tested on the test bench at continuously higher speeds and is said to be stable. The new Showa suspension remained stable in its lane during my drives on the highway.
What surprised me was that the two Harley-Davidson US Bagger Race riders, Kyle and Travis Wyman, are more involved in the development than you might think.
They conducted the test drives and were available to answer questions, as was the entire development team. They were always there, and you could immediately tell that they really enjoy their jobs at Harley-Davidson, as do many others in the company.
It was actually good to hear that many of them have been with the company for over 20 years and were not affected by the large wave of layoffs about three years ago, when approximately 600 employees worldwide had to leave the company.
In any case, I'm already looking forward to driving the new CVOs on our roads. I'm curious to hear what the European exhaust system sounds like. In the US, it sounded really powerful for an original system, especially when accelerating and building up pressure. I can't imagine that we'll hear the same thing here.
One more word about the design – suitcase - exhaust system
I wanted to know why they are using the short cases again. It's part of the new design concept; the new cases are slightly larger and the 500-watt amplifier is no longer stored inside the case. An amplifier like this weighs quite a bit and, when stored outside the case, can definitely affect handling.
It has now found a new place, and the new panniers have been adapted to the basic design by this palisade on the side, which can also be seen on the tank. The new design of the panniers is part of the basic concept. In addition, you experience greater lean angle freedom when riding sportily through corners.
In addition, the exhaust system on both CVO Harley-Davidson models has been redesigned with a diameter that is 11.5 centimeters larger to make it even more visible. This gives the rear of both CVOs an even more powerful look.
The CVO frame itself has not been modified.
The frame is essentially based on the original frame of the previous CVO models. This means that the sissy bar, removable luggage rack, and other products from the accessories range will still fit.
However, some components have been redesigned. For example, the triple clamp is now made of cast aluminum, resulting in a weight saving of three kilograms. This has a direct impact on steering behavior. You can feel the lightness even before you start riding, and handling has been significantly improved.
Weight reduction is a major issue
Weight is an important issue at Harley-Davidson. On the one hand, people want to ride a so-called „heavy machine,“ especially with the touring models, but it's enough if it looks heavy and is easy to ride.
They have saved approximately 14 kilograms in weight on the CVO Street Glide and approximately 15.8 kilograms on the CVO Road Glide. That may not sound like a significant weight reduction, but in the right places it can make a big difference. In this case, it's the easy steering and handling when stationary, which has been achieved by the significantly lighter triple clamp. The curb weight is 363 kg for the CVO Street Glide and 375 kg for the CVO Road Glide (according to the manufacturer). It feels like it has become lighter.,
The new Milwaukee-Eight VVT 121 engine
The new VVT engine is a very complex topic!
The Milwaukee-Eight now has an incredible 121 ci, which is rounded up to 2 liters of displacement (1977ccm) and delivers a powerful 189 Nm of torque at 3000 rpm with 117 hp (86kW) at 4500 rpm. (Manufacturer's specifications). Surprisingly, the engine only requires a minimum of 91 octane, so we can run it on conventional 95 super gasoline.
Milwaukee-Eight VVT 121
- Displacement: 121 cui (1,977 cm³)3)
- Bore x stroke: 103.5 mm x 117.5 mm
- Compression ratio: 11.4:1
- Torque: 183 Nm/3500 rpm (expected European homologation)
- Power: 86 kW (117 hp)/5020 rpm (expected European homologation)
Further technical information can also be found in this article about CVOs on the Harley website.
Drei H-D Limited-Modelle im Praxistest
Im aktuellen Biker Talk Livestream vergleicht Harleysite die neuen Limited-Modelle von Harley-Davidson für 2026. Die rote Street Glide Limited und die graue Road Glide Limited standen in Malaga zum Praxistest bereit. Dazu Eindrücke von der Pan America Limited, VVT-Motor-Details und Neuigkeiten zur Snow Show Willingen.
What interested me most!
Auf die Leistungsentfaltung vom neuen 120ci Motor mit der variablen Ventilsteuerung war ich besonders gespannt. Wir kennen diese Technik bereits von dem Revolution Max Motor, der Motor ist allerdings nicht wirklich vergleichbar mit dem Milwaukee-Eight. Bei der Pan America und den Sportster Modellen ist er dazu das tragende Teil, um den alles gebaut wird. Bei der Pan America bekommt man bei ca. 6300 Umdrehungen nochmal einen richtigen Push bis hoch auf 9300 Umdrehungen.
That wouldn't have been right for a Harley-Davidson Tourer, but now you could see that the rev range on the new CVOs, as well as on the current Tourer models, goes into the red at 5500, which made me feel a little more confident.
With a cruiser, you expect to be able to draw power from the basement.
My first ride began on the CVO Street Glide, and the excitement is mounting. We first rode through Milwaukee, and then we headed to Travis Wyman at the top into the Milwaukee area.
Now, when the clutch is engaged, the respective gear is displayed.
Now it was time to find out how it shifts gears. Neutral is easy to find, and you can now always see which gear is currently engaged on the display. On the current models, you can't see this when the clutch is engaged, but a new gear sensor has now been installed to remedy this. However, one has to ask why the gear sensor has not been hidden away. When I asked about its position and the fact that it actually detracts from the clean look, I was given the following answer: „Yes, that's the point.“.
The gear sensor now displays the gear while the clutch is engaged. Visually, this could have been better designed; perhaps its use was decided later, but it's good that it's there.
It sounded as if someone came along after the design was finished and said, "The sensor needs to go here." I'm pretty sure that quite a few of them will fall victim to the steam cleaner. Although the steam cleaner is generally not a good cleaning method. But from a technical point of view, it's good that it now always shows the current gear on the display.
You can hear the gear changes from time to time, but I'm driving a brand-new car. When breaking in a new car, you should generally change gears frequently and avoid driving at low revs. That way, you'll enjoy your transmission for a long time to come.
The riding experience with the new Milwaukee-Eight VVT 121 ci engine!
Wow, it's turning out just as I hoped. With the new VVT 121 engine, it's all about building up pressure from the basement and delivering consistent performance on the road.
There is no power gap and you don't even feel where or in which range the variable valve timing is working. As an experienced Milwaukee-Eight rider, you only notice that something significant has happened in terms of performance. I had a slight suspicion that the valve control kicks in somewhere around 4000 rpm, but I wouldn't want to say that for sure. Even in sixth gear, it pulls from the bottom up, and from 2000 rpm you're fully in the game.
When you're pushing yourself to the limit, you have to hold on tight the whole time or use your abdominal muscles, if you have any. It's just so much fun—I haven't been this excited in a long time.
The Milwaukee-Eight engine remains the foundation
I generally ride on various roads in Europe, and the new engine covers the entire spectrum. It is based on the proven Milwaukee-Eight, and more displacement does not always mean more riding pleasure or more dynamics. It is entirely possible that an engine with a displacement of around 2 liters suddenly has much less agility.
I don't feel that way with the VV2, which has power across the entire rev range. Of course, this is not only due to the new valve control system, but also to the fact that many additional components have been redesigned. Other key components in this new setup are the intake track and the sporty camshaft, which have been tuned to perfection on the dyno test bench at the factory.
Im Abgang der Ströme wurde der jetzt größere exhaust genauso mit einbezogen, denn ohne den einen perfekt abgestimmten Abgasgegendruck bringt der Motor nicht seine volle Leistung auf die Straße.
At the Willie G. Product Development Center, they have a dyno test bench on which the mapping of the engines is simulated under a wide variety of conditions. Here they test extreme situations, with red-hot manifolds being part of the daily routine. The spectrum is very broad, as the aim is to simulate driving situations that can occur anywhere in the world.
The main focus here is on ensuring long-lasting engine stability while still delivering optimum performance.
Hier wurde wieder bestätigt, dass man ein Mapping wirklich nur von einem Fachmann machen lassen sollte. Nicht umsonst investieren einige Harley Dealer zehntausende Euros in einen Dynojet Prüfstand mit Lambdasonden Messung und ausgebildetem Personal.
The new AIRBOX
The new airbox replaces the Heavy Breather intake used on earlier CVO Milwaukee-Eight 117 engines.
The airbox volume is 4.0 liters, approximately 50 percent more than the Heavy Breather, which contributes to improved performance by providing more space for the molded velocity stack radius and a larger volume of clean air.
The new intake is lighter, requires fewer parts, has no exposed fasteners, and significantly reduces intake noise compared to the Heavy Breather.
The new high-performance camshaft, with a higher lift and longer life than the Milwaukee-Eight 117 camshaft, contributes to increased power and torque. The valve train has been equipped with powerful tappets and an inner cam bearing, as well as valve springs with a higher lift to maintain durability when using a more aggressive camshaft.
The high-performance camshaft
The engine uses variable valve timing (VVT) to reduce trade-offs between valves, peak power, low-end torque, fuel economy, emissions, and smoothness. VVT controls and adjusts the timing of valve opening and closing for a wide range of engine speeds.
Dual identical phaser
The intake and exhaust timing continue together on a camshaft.
valve
The timing adjusts continuously by 20 or 40 degrees of camshaft rotation relative to the degree of crankshaft rotation.
Phasers enable a delay of 40 degrees in the timing of intake and exhaust.
The new cylinder head design
• The combustion chamber has been redesigned with deeper spark plugs and an improved pinch band to create more turbulence, which accelerates combustion and thus improves performance and fuel consumption.
• Oval intake ports and flat intake valve seats increase intake air velocity and swirl, contributing to higher power and fuel efficiency.
• The compression ratio has been increased from 10.2:1 (Milwaukee-Eight® 117 engine MY22) to 11.4:1, which increases torque at lower revs and reduces fuel consumption. Higher compression is made possible by improved cylinder head cooling design, improved combustion rate in the combustion chamber, and improved knock detection to protect the engine from pre-ignition.
The new cooling system
An improved cooling system that focuses on the exhaust valve area of each cylinder head further enhances thermal comfort for the rider compared to the Milwaukee-Eight 117 engines in previous CVO models, especially in low-speed and hot weather riding situations.
Newly designed four-valve cylinder heads feature new channels for coolant flow around the exhaust valve areas. An electric pump circulates coolant solution first to the hotter rear cylinder head, then to the front cylinder head, and then to a new heat exchanger (radiator) located at the bottom front of the frame, which is assisted by a thermostatically controlled fan. Airflow from the fan is directed under the motorcycle to increase comfort for the rider and passenger, especially at low vehicle speeds.
The new driving modes
Now, the new driving modes have also made their way into the touring class. With Road, Sport, and Rain modes, you can hit the road, and there is also the option to configure two additional driving programs yourself. More on that later, as you can try it all out for yourself.
Willie G. Product Development Center in Milwaukee
What they do at the Willie G. Product Development Center is pretty amazing: soundproof rooms where not only the engine sound but also the sound quality of the Rockford Fosgate system is tuned. There's a room with antennas to measure the outgoing radiation from the Harley-Davidson, and they simulate external impressions, such as those experienced at a gas station when the cash register system interferes with the FOB transmitter. A lot has been invested in this area to avoid such problems.
They can develop all of this directly in the development center under one roof. They do not yet have their own wind tunnel, so they currently use an external one, although the topic of wind and airflow is becoming increasingly important.
A tough test bench, not for the faint-hearted
The toughest test is the 100,000-mile test on a shock simulator. Every month, they put between two and five Harley-Davidson motorcycles on a shock test bench. I was able to watch live as a machine was put through its paces. Basically, the bike is shaken around the clock and subjected to really heavy shock impacts, which are intended to simulate an uneven road surface.
I'm surprised that the Harley they had on the test bench there even ran for an hour. Unfortunately, I wasn't allowed to film it. It was an extremely tough test, and when I imagine them putting my old EVO on there, I break out in a sweat just thinking about it.
The new SKYLINE OS infotainment system
The new Skyline OS will change everything. I'm all for it, but not every Harley fan will say the same. Basically, you don't have to do much; you can just let it run. What I mean is, there's no need to be afraid of this new technology. Anyone who can use an iPad and reads the instruction manual beforehand will be surprised at how easy it all is.
Of course, during my first test drive, I first checked how everything worked, but I didn't let myself get distracted. The power delivery of the new engine was the most important thing for me at first. Personally, I don't like the switches and rockers, but at least the joystick is still there, and you can use it to access all the functions, as well as the additional buttons.
The combination of switches is too crowded and too close together for my liking. On the other hand, they are now illuminated, which is a very good thing. On my first drive, it wasn't the Skyline OS infotainment system that distracted me, but the switches, which you wouldn't think. The large 12.3-inch TFT color touchscreen is really great. It's very bright and I love the design of the displays.
One of the first questions will be, what about Apple Car Play and Google Android Auto?
According to current information, Skyline OS is compatible with Apple Car Play, but there are problems with Android Auto because Google no longer wants to approve the system for motorcycles. This is not Harley-Davidson's fault, but Google's.
However, you can connect your Android phone to the Skyline OS and, for example, play music, make phone calls, or receive voice prompts. A headset is included with the CVO models.
Apple users can consider themselves lucky, as there are no restrictions here.
Harley-Davidson Ride Planner – It goes without saying that the Harley-Davidson app is fully compatible with the new infotainment system.
Wi-Fi, weather widgets, garage door opener
The CVO now has Wi-Fi and can display a current weather map on the screen. It is even possible to program three garage door openers, but the question is whether the frequencies are compatible with European ones. According to initial information, this only works in North America so far.
My personal conclusion on the new Harley-Davidson CVO models
I am more than thrilled. Anyone who can afford it will get a great Harley-Davidson. After all, the price in Germany is well below €50,000. The CVO Street Glide costs: Starting at €45,495 (Austria starting at €55,185) CVO Road Glide: starting at €45,495 (Austria starting at €55,195).
When you take a closer look at everything it has and can do, the price is okay at first glance. I get really excited when I think about riding with the new VVT 121ci engine, which offers near-perfect acceleration in all situations. Unfortunately, I haven't ridden it on any top motorcycle routes, but the impression was more than clear as to what it can do. We did find a few tight corners, which I was able to pull out of at full throttle.
It feels like two completely different Harleys!
The difference between the two models is now really striking—the Road Glide completely blew me away. The seating position and APE handlebars are brilliant; you feel like you're the boss on the highway. My colleague Frank, from Motorcycle News magazine, who was riding the CVO Street Glide at the same time, felt exactly the opposite—he was immediately smitten with the CVO Street Glide.
The lean angle has probably decreased by a few degrees, but I'll get to the bottom of that later during my next test rides. I'm not sure if that's really the case, though—maybe I was just going too fast in the curve.
There is actually so much more to report, especially the new Skyline OS multifunction center, which still has a lot to offer and discover.
I'm already really looking forward to the next test ride, and if I hadn't spent so much money in recent years on home improvements, technology for my website, and other disputes, the CVO Road Glide in Whiskey Neat would be my favorite and would go straight into my garage.
Technical specifications and prices of the new CVO models
CVO Street Glide (FLHXSE) and CVO Road Glide (FLTRXSE)
- Milwaukee-Eight VVT 121
- Displacement: 1,977 cm3
- Power: 86 kW (117 hp) at 5,020 rpm (estimated figure according to European homologation)
- Max. torque: 183 Nm at 3,500 rpm (estimated figure according to European homologation)
- Curb weight (without operating fluids) FLHXSE CVO Street Glide: 363 kg
- Curb weight (without operating fluids) FLTRXSE CVO Road Glide: 375 kg
- Suspension travel (rear): 76 mm
- Chassis components: Showa (upside-down fork at the front)
- Brake components: Brembo (front: two brake discs, four-piston calipers, radially mounted)
- Lighting entirely in LED technology with signature lighting at the front
- Infotainment system with Skyline OS and 12.3-inch TFT color touchscreen
- Audio system powered by Rockford Fosgate, Stage II, 500 watts (RMS), four speakers
- Recommended retail prices Germany
- CVO Street Glide: starting at $52,995
- CVO Road Glide: starting at $45,495
- Recommended retail prices Austria
- CVO Street Glide: starting at $69,995
- CVO Road Glide: starting at $55,195
- Expected to be available from August 2023
Text: Harleysite Image credits: Harley-Davidson and Harleysite
Transparency: Harley-Davidson gave me the opportunity to test the new vehicles in the USA, but this has no influence on my article.
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