2023 CVO Street Glide and CVO Road Glide models
The 2023 Harley-Davidson CVO models are the beginning of a new era
The Willie G. Product Development Center in Milwaukee is the home of Brad Richards, the Vice President of Design and Creative Director, with whom I was able to speak, as well as Chief Engineer Chr. Exner and several other employees involved in the development of the product CVO models were involved. I can tell you, after conversations like this, you see a lot of things differently.
You don't need to follow other manufacturers when it comes to design, for example. And this is where you can start straight away: 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 the premium segment at Harley-Davidson and are produced in limited editions. Elaborate paintwork, state-of-the-art technology with many exclusive components.
Both CVO models have their own history, if you want to change something about the legendary Batwing fairing of today's Street Glide models, you have to approach the matter carefully. In 1969 we first saw the Harley-Davidson Electra Glide, with the Batwing fairing designed by Willie G. In 2021 it was included in the current “ICON COLLECTION” as the Harley-Davidson Electra Glide Revival.
The art is to still express a modern design with as few changes as possible. The Harley-Davidson community generally does not honor major changes.
Finding the balance between evolution & revolution
Brad Richards was aware of this and out of hundreds of design suggestions, nine ended up remaining. From a template with very few changes to a very strong design change, the final design was found.
In the following graphic, you can see a CVO Street Glide that has very little change from the left side and is more of a classic design. The further you look to the right on the graphic, the more intense the changes become.
The final sketches, with the vision of the eagle's wings
The graphic is great with the eagle and the outstretched wings, if you look at the drawings you can see exactly where the design lines run. The eagle's wings extend and develop in a line out of the LED headlight. These two images are the key sketches, this was the moment where the process and implementation of the idea into reality began.
In the side view you can clearly see the imaginary design line where the individual components are visually connected. Especially why the cases have this pallet in the middle, they follow the line just like the side cover and the tank. What also comes to light very nicely is that we are basically talking about two really different Harleys, the difference is much bigger than just the design.
CVO Street Glide fairing
The most noticeable change is in the window, where I initially thought that it would be electronically adjustable. That's not it, the background to this is that they generally wanted to save more weight, and more servomotors would counteract that. They solved it differently: they direct the wind through the air duct under the window. The driver can adjust the flow continuously, which actually works, which I tried out on my test drive. Harley-Davidson claims that helmet turbulence is reduced by up to 60%.
The Willie Wing deflectors
On the side of the fairing there are small “Willie Wing” wings that can be used to direct the wind flow towards the rider. There will be more details on this later, as Harley-Davidson has developed new jackets that guide the directed wind to an opening in the jacket to ensure good ventilation while driving. I later noticed that the fairing of the CVO Street Glide is slightly higher than that of the CVO Road Glide.
Both CVOs were extensively tested by the developers in a wind tunnel in which the flow patterns were determined. The fairing of the CVO Road Glide is shaped differently and is pulled further forward, so that there is a different flow angle, especially the additional air ducts next to the headlight play a prominent role.
CVO Road Glide fairing
The frame-mounted fairing of the CVO Road Glide looks powerful. The lens is shaped differently and there is also a wind tunnel underneath it, which is infinitely adjustable and can direct the wind towards the rider or away from the rider and over the helmet. Alternatively, the flap can be closed.
Inlet air ducts on the CVO Road Glide. They direct the air flow into the fairing and straight up in front of the driver, creating a wall of air at the appropriate speed.
There are additional air ducts directly next to the headlight of the CVO Road Glide, but the flow is not directed directly at the driver, but rather pulls up in front of the driver to produce a wall of air, which ensures less 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.
The Road Glide has two additional air ducts
There are additional air ducts directly next to the headlight of the CVO Road Glide, but the flow is not directed directly at the driver, but rather pulls up in front of the driver to produce a wall of air, which ensures less 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 permanent pressure on the upper body, which was rather annoying on colder days and tours in cool climes.
It is possible to direct the wind to the rider “Willie Wings”
This gives the driver the opportunity to additionally and effectively ventilate the jacket on warm days.
The fairing below the Willie Wings extends far down and creates a design connection to the rear of the CVO Road Glide.
The test drive and where the differences are
The driving feeling of the CVO Street Glide and CVO Road Glide
The current Street Glide rider will feel right at home on the new CVO Street Glide when he takes his first ride. The cockpit is of course something completely new, but it can still be operated intuitively once you understand the basics and how to use the new switches.
The first driving moment will fascinate you and the modern view will be a little irritating, but basically we have the familiar feeling of the Street Glide in front of us. Easy steering and a very good seating position convey a good feeling. The saddle has been ergonomically adapted, they have thought about how to improve comfort on particularly bad roads, this includes not only the new chassis, but also the newly shaped seat.
Brad Richards said that on bad roads you often slid into your seat and took a different position. There are a lot of bad roads in Milwaukee where they were able to test it extensively.
Thanks to the not noticeably new shape inside the seat, you no longer slide forward and maintain your driving position. That worked well in Milwaukee, but we'll see whether the saddle is really suitable for touring when I've ridden it for more than 300 kilometers. Basically, I haven't had any bad experiences with the CVO saddles, I hope it stays that way, the first impression was definitely very good.
The real change is the CVO Road Glide
The new CVO Road Glide will captivate even more bikers than before, at least the biker will now be able to decide more clearly on the respective model.
The driver! The new cockpit and the new: “I own the road” feeling. I was completely blown away from the first moment, the APE handlebars provide a great driving experience, you will hate it or love it. Very good steering behavior, the driver feels like he has everything under control. Personally, even more would have changed, so my choice would have been the 21 inch front wheel in the CVO Road Glide and their cases would have been in an elongated version, which would make them appear even more perfect as a bagger. This could of course be achieved with a subsequent conversion.
I've driven both models now and the difference is like night and day. You definitely have to take a test drive as soon as possible to experience this feeling. It is clear that not everyone will be able to afford it, but this development will certainly be reflected in the other models later on. I assume that there will be an opportunity to test the new CVOs on a test ride at the European Bike Week 2023 at the latest.
The new SHOWA chassis
Harley-Davidson has installed a new and hydraulically adjustable Showa suspension on the CVOs models. At the front there is a 47 mm upside-down fork with a travel of 117 mm. An upside down fork has always been a good thing, it is very torsionally rigid, which brings more stability to the chassis and, in combination with the new adjustable rear shock absorbers, is a good choice.
During my first test drive, the chassis made a very good impression; adjustment is quick using the new twist grip. It would have been nicer if they had found a position where you could adjust it while driving, then the twist grip wouldn't be so visually in the way and on the long tour you could adapt more quickly to changing road conditions. After removing the right case, the preload can be additionally adjusted using the tool provided. Everything worked fine for me and I only adjusted the suspension once using the adjustment wheel.
German Autobahn
I drove on the highway in the USA at about 80 miles (130km/h), maybe just over that. When I asked whether the team had also dealt with the topic of “German Autobahn”, I initially got a big laugh from the entire team, but yes, that was actually a topic. The new CVO will be limited to 120 miles (193 km/h), was the information 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 permanently higher speeds and is said to be stable. The new Showa suspension remained stable on the track when I drove on the highway.
What surprised me was that the two Harley-Davidson US Bagger-Race drivers Kyle and Travis Wyman are more involved in the development than you might think.
They led the test drives and were available to answer questions, as was the entire development team. They were always there, you can tell straight away that they are really excited about their job at Harley-Davidson, like 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 caught up in the big wave of layoffs in which around 600 employees worldwide had to leave the company about three years ago.
In any case, I'm looking forward to driving the new CVOs on our roads, I'm excited to see what comes out of the European exhaust system. In the USA it sounded really robust for an original system, especially when accelerating and the pressure was building up. I can't imagine that we'll hear that here.
Another word about the design – case - exhaust system
I wanted to know why people are using the short suitcases again. It is part of the new design concept, the new cases are slightly larger and the 500 watt amplifier is no longer stored in the case. An amplifier like this weighs a lot and, when placed on the outside of the suitcase, can definitely influence the driving behavior.
It has now found a new place and the new cases have been adapted to the basic design with this pallet on the side, which can also be seen on the tank. The new design of the cases is part of the basic concept. You also experience greater freedom from lean angles when driving through curves in a sporty manner.
In addition, the exhaust system on the two 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 area of the two CVOs an even more powerful expression.
The CVO framework itself has not been changed
Basically, the frame is based on the original frame of the previous CVO models. This means the sissy bar, the removable luggage rack and other products from the accessories range will still fit.
However, there are some components that have been redesigned, for example the fork bridge is now cast from aluminum and saves a whopping three kilos in weight. This has a direct effect on the steering behavior. You can feel the lightness even though you're not driving yet, the handling has become significantly better.
Weight saving is a big issue
Weight is an important issue at Harley-Davidson. On the one hand, you want to drive a so-called “heavy machine”, especially with the touring models, but it is enough if it looks heavy and is easy to drive.
You saved around 14 kilos in weight on the CVO Street Glide and around 15.8 kilos on the CVO Road Glide. That doesn't sound like a huge weight saving, but in the right places it can make a big difference. In this case, it is the easy steering behavior and handling when stationary, which has been achieved by the significantly lighter fork bridge. The curb weight is 363 kg for the CVO Street Glide and 375 kg for the CVO Road Glide (according to 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 brings a powerful 189 Nm of torque at 3000 revolutions with 117 HP (86kw) at 4500 RPM to the road. (Information according to manufacturer). Surprisingly, the engine only requires at least 91 octane, so we can drive it with conventional 95 Super gasoline.
Milwaukee-Eight VVT 121
- Displacement: 121 cui (1,977 cm3)
- Bore x Stroke: 103.5mm x 117.5mm
- Compression ratio: 11.4:1
- Torque: 183 Nm/3500 rpm (expected European homologation)
- Power: 86 kW (117 HP)/5020 rpm (expected European homologation)
You can also find further technical information in this article about the CVOs on the Harley site.
Custom bike show 2024 live – first pictures and impressions
I'm currently traveling for you at the Custombike Show 2024 in Bad Salzuflen. The trade fair construction is in full swing and I already have the first pictures of the spectacular bikes, creative conversions and exciting highlights for you!
What interested me most!
I was particularly excited about the power delivery of the new 120ci engine with the variable valve control. We already know this technology from the Revolution Max engine, but the engine is not really comparable to the Milwaukee-Eight. In the Pan America and Sportster models it is the supporting part around which everything is built. With the Pan America you get another real push at around 6300 revolutions up to 9300 revolutions.
That wouldn't have been right on a Harley-Davidson tourer, but now you could see that the speed range on the new CVOs, as well as on the current tourer models, goes into the red area at 5500, which made me a little more confident.
With a cruiser you expect that the power can be accessed from the basement.
My first ride started on the CVO Street Glide and the excitement is building. We first drove through Milwaukee and then went into the area around Milwaukee with Travis Wyman in the lead.
Now the respective gear is displayed when the clutch is pulled
Now it was time to find out how it shifts, the neutral gear is easy to find and you can now always see on the display which gear is currently engaged, on the current models you can't see it when the clutch is pulled in, but a new gear has now been installed. Sensor installed. When it comes to the gear sensor, however, you have to ask why it wasn't given a hidden position. When I asked about the position and that it actually disturbed the clean look, I got the answer: "Yes, that's the point" .
The gear sensor now shows the gear while the clutch is pulled. Visually, this could have been solved better, its use may have been decided later, but it's good that it exists.
It sounded as if someone came along after the design and said this is where the sensor needs to go. I'm pretty sure that quite a few of them will fall victim to the steam jet. The steam jet is generally not a good way to wash. 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 switching process every now and then, but it's a brand new machine that I'm driving. In general, you should always shift gears a lot when driving in and not drive too low speed, so you will have a lot of friends with your gearbox in the long term.
The driving experience with the new Milwaukee-Eight VVT 121 ci engine!
Wow, it turns out just as I hoped, the new VVT 121 engine is all about building up pressure from the basement and consistently bringing power to the road.
There is no performance gap and you can't even feel where or in which range the variable valve control is working. As an experienced Milwaukee-Eight driver, you just notice that something has happened significantly in terms of performance. I had a slight suspicion that the valve timing started somewhere around 4000 rpm, but I wouldn't want to sign that. Even in sixth gear it pulls up from below, and from 2000 rpm you're fully in the game.
If you demand full performance, you have to hold on throughout or use the abdominal muscles that you hopefully have. It's just fun, I haven't been this excited for a long time.
The basic basis is still the Milwaukee-Eight engine
I generally drive on different roads in Europe, the new engine covers every spectrum. It is based on the proven Milwaukee-Eight, but more displacement does not always mean more driving fun 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 about the VV2, which has pressure across the entire speed range. This certainly means that it is not just the new valve control, but many additional components that have been redesigned. Other fundamental components in this new plan are the intake track and the sporty camshaft, which were tuned to perfection on the dyno test bench at the factory.
The now larger exhaust was also included in the outlet of the flows, because without the perfectly coordinated exhaust back pressure, the engine cannot deliver its full power to the road.
In 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 try out extreme situations; glowing manifolds are part of the daily test. The spectrum is very broad; after all, it's about recreating driving situations that can occur anywhere in the world.
The main thing here is to ensure long-term stability of the engine while still providing the best possible performance.
This confirmed again that mapping should only be done by a specialist. It's not for nothing that some Harley dealers invest tens of thousands of euros in a Dynojet test stand with lambda probe measurements and trained staff.
The New AIRBOX
The new airbox replaces the Heavy Breather intake used on previous CVO Milwaukee-Eight 117 engines.
The airbox volume is 4.0L, approximately 50 percent more than the Heavy Breather, which helps improve performance by providing more space for the molded-in velocity stack radius and a larger volume of clean air.
The new intake is lighter, requires fewer parts and has no exposed fasteners and significantly reduces intake noise compared to the Heavy Breather.
The new high-performance camshaft with higher lift and longer life than the Milwaukee-Eight 117 camshaft contributes to more power and torque. The valvetrain was equipped with high-performance tappets and an inner cam bearing, as well as higher-lift valve springs to maintain durability when a more aggressive camshaft is used.
The high-performance camshaft
The engine uses variable valve timing (VVT) to reduce compromises between valves, peak power, bottom end torque, fuel economy, emissions and running quality. VVT controls and controls the timing of opening and closing of the valves suitable for a wide speed range.
Dual same phaser
The intake and exhaust timings continue to run together on one camshaft.
Valve
The timing adjusts continuously by 20 or 40 degrees of camshaft rotation to the degree of crankshaft rotation.
Phasers allow intake and exhaust timing to be delayed by 40 degrees.
The new cylinder head design
• The combustion chamber has been reshaped with deeper spark plugs and an improved squish band to create more turbulence that accelerates combustion, improving performance and fuel economy.
• Oval intake ports and flat intake valve seats increase intake air velocity and vortex, contributing to greater power and fuel efficiency.
• Compression ratio increased from 10.2:1 (Milwaukee-Eight® 117 engine MY22) to 11.4:1, increasing torque at lower speeds and reducing fuel consumption. Higher compression is made possible by the 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 focused on the exhaust valve area of each cylinder head further improves thermal comfort for the driver compared to the Milwaukee-Eight 117 engines in previous CVO models, particularly in low-speed and hot weather driving situations.
Redesigned four-valve cylinder heads feature new channels for coolant flow around the exhaust valve areas. An electric pump circulates a 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 and 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 found their way into the tourer class. You can travel with Road, Sport and Rain, and you have the option of configuring two additional driving programs yourself. More on that later so you can try it all out.
Willie G. Product Development Center in Milwaukee
What they do in the Willie G. Product Development Center is pretty awesome, soundproof rooms where not only the engine sound, but also the sound quality of the Rockford Fosgate system is tuned. A room with antennas to measure the outgoing radiation from the Harley-Davidson and to simulate impressions from the outside, as you can experience at a gas station, for example, when the cash register system overlays the FOB transmitter. A lot has been invested in this area to solve such problems avoid.
You can develop all of this directly in the development center under one roof. They still lack their own wind tunnel, so in this case they have resorted to an external one, whereby the topic of wind and flow is becoming increasingly important.
A tough test bench, not for the faint of heart
The toughest test is the 100,000 mile test on a shock simulator. Every month you put between two and five Harley-Davidson motorcycles on a damper test bench. I was able to watch live how a machine was put through its paces. Basically, the bike is shaken around the clock and gets really violent shocks that are supposed to simulate an uneven road surface.
I'm surprised that the Harley they had there on the test bench even runs 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 it, I get it I break out in a sweat just at the thought.
The new SKYLINE OS infotainment system
The new Skyline OS will change everything, I'm up for something like that, not every Harley fan will say that. Basically you don't have to do much, you can just let it run. What I want to say is that you don't have to be afraid of this new technology. Anyone who can use an iPad and reads the operating instructions beforehand will be surprised at how easy everything is.
Of course, on my first test drive I first looked at how it all worked, but I didn't allow myself to be distracted. The power delivery from the new engine was the most important thing for me. Personally, I don't like the switches and rockers, at least the joystick is still there, you can access all functions with it, as well as with the additional buttons.
The switch combination is too crowded and too close together for me. 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 - you wouldn't think so. The large 12.3 inch TFT color touchscreen is really great. Very bright and I am impressed by 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, the Skyline OS is compatible with Apple Car Play, but there are problems with Android Auto because Google no longer wants to release the system for motorcycles. It's not Harley-Davidson's fault, it's Google's fault.
But you can connect your Android cell phone to the Skyline OS and, for example, play music, make phone calls or have announcements sent to you. A headset is included with the CVO models.
Apple users can count themselves luckier, there are no restrictions here.
Harley-Davidson Ride Planner – This probably goes without saying, the Harley-Davidson app works fully with the new infotainment system.
WiFi, weather widgets, garage door opener
The CVO now has WiFi and can show a current weather map on the display. There is even the possibility of programming three garage door openers, the only question is whether the frequencies are compatible with the European ones. According to initial information, this only works in North America so far.
My personal conclusion about the new Harley-Davidson CVO models
I'm more than thrilled, anyone who can afford it will get a great Harley-Davidson. After all, the price here in Germany is well under €50,000. The CVO Street Glide costs : from 45,495 euros (Austria from 55,185 €) CVO Road Glide: from 45,495 euros (Austria from 55,195 €).
If you look closely at what it has and can do, the price is ok at first. I get really excited when I think about driving with the new VVT 121ci engine; the pulling power in all situations is almost perfect. Unfortunately, I didn't ride any top motorcycle routes with it, but the impression was more than clear what it could do. We found a few tight corners that I was able to pull out of the basement with it.
It feels like two completely different Harleys!
The difference between the two models is really big, the Road Glide drove me completely crazy. The seating position and the APE handlebars are awesome, you feel like the boss on the highway. For my colleague Frank, from Motorrad News Magazine, who was riding the CVO Street Glide at the same time, it was exactly the opposite; he was immediately married to the CVO Street Glide.
The lean angle has probably decreased by a few degrees, I'll get to the bottom of that later on my next test drives. Although I'm not sure if that's the case, maybe I was just traveling too fast in the curve.
There is actually so much more to report, especially the new Skyline OS multifunction center still has a lot to offer and needs to be discovered.
I'm really looking forward to the next test drive and if I hadn't spent so much money on beautiful living and technology over the last few years on my website and other arguments, the CVO Road Glide in Whiskey Neat would be my favorite and would go straight into mine Hike garage.
Technical data 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 (expected information in accordance with European homologation)
- Max. torque: 183 Nm at 3,500 rpm (probably according to European homologation)
- Curb weight (excluding operating fluids) FLHXSE CVO Street Glide: 363 kg
- Curb weight (excluding 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: from 45,495 euros
- CVO Road Glide: from 45,495 euros
- Recommended retail prices Austria
- CVO Street Glide: from 55,195 euros
- CVO Road Glide: from 55,195 euros
- 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, this fact has no influence on my contribution.
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