1. 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 efficient
power. It utilizes a chain-driven, single
RIDDEN & RATED: HARLEY-DAVIDSON STREET XG750 AND XG5
STREET
SENSEB Y J O N L A N G S T O N
P 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 first clean-
sheet motorcycle in 13 years.
Purists may fear it’s the beginning
of the end, but the Motor Company
is filling 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 efficient. 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 flip.
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 first 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
2. 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 efficient
power. It utilizes a chain-driven, single
RIDDEN & RATED: HARLEY-DAVIDSON STREET XG750 AND XG5
STREET
SENSEB Y J O N L A N G S T O N
P 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 first clean-
sheet motorcycle in 13 years.
Purists may fear it’s the beginning
of the end, but the Motor Company
is filling 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 efficient. 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 flip.
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 first 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
3. 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 efficient
power. It utilizes a chain-driven, single
RIDDEN & RATED: HARLEY-DAVIDSON STREET XG750 AND XG5
STREET
SENSEB Y J O N L A N G S T O N
P 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 first clean-
sheet motorcycle in 13 years.
Purists may fear it’s the beginning
of the end, but the Motor Company
is filling 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 efficient. 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 flip.
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 first 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
4. 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 efficient
power. It utilizes a chain-driven, single
RIDDEN & RATED: HARLEY-DAVIDSON STREET XG750 AND XG5
STREET
SENSEB Y J O N L A N G S T O N
P 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 first clean-
sheet motorcycle in 13 years.
Purists may fear it’s the beginning
of the end, but the Motor Company
is filling 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 efficient. 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 flip.
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 first 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
6. 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 find
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
fits 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
8. 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 find
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
fits 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
9. 68 SEPTEMBER 2014
hard scrape bit directly into the
lower exhaust heat shield. Still,
it’s the first Harley I’d describe
as “flickable.” 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 flat 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 fit and finish:
galvanized steel bolts and con-
nectors, zip ties on the handle-
bar, hurried frame welds and a
few cosmetic flaws.
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.com
Base Price: $6,799/7,499
Price 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 clutch
Final Drive: Belt
Wheelbase: 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 on
Claimed 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
10. 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 efficient
power. It utilizes a chain-driven, single
RIDDEN & RATED: HARLEY-DAVIDSON STREET XG750 AND XG5
STREET
SENSEB Y J O N L A N G S T O N
P 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 first clean-
sheet motorcycle in 13 years.
Purists may fear it’s the beginning
of the end, but the Motor Company
is filling 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 efficient. 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 flip.
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 first 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
12. 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 find
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
fits 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
14. 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 find
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
fits 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
15. 68 SEPTEMBER 2014
hard scrape bit directly into the
lower exhaust heat shield. Still,
it’s the first Harley I’d describe
as “flickable.” 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 flat 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 fit and finish:
galvanized steel bolts and con-
nectors, zip ties on the handle-
bar, hurried frame welds and a
few cosmetic flaws.
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.com
Base Price: $6,799/7,499
Price 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 clutch
Final Drive: Belt
Wheelbase: 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 on
Claimed 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
16. 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 efficient
power. It utilizes a chain-driven, single
RIDDEN & RATED: HARLEY-DAVIDSON STREET XG750 AND XG5
STREET
SENSEB Y J O N L A N G S T O N
P 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 first clean-
sheet motorcycle in 13 years.
Purists may fear it’s the beginning
of the end, but the Motor Company
is filling 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 efficient. 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 flip.
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 first 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
17. 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 efficient
power. It utilizes a chain-driven, single
RIDDEN & RATED: HARLEY-DAVIDSON STREET XG750 AND XG5
STREET
SENSEB Y J O N L A N G S T O N
P 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 first clean-
sheet motorcycle in 13 years.
Purists may fear it’s the beginning
of the end, but the Motor Company
is filling 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 efficient. 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 flip.
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 first 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
19. 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 find
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
fits 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
21. 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 find
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
fits 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
22. 68 SEPTEMBER 2014
hard scrape bit directly into the
lower exhaust heat shield. Still,
it’s the first Harley I’d describe
as “flickable.” 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 flat 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 fit and finish:
galvanized steel bolts and con-
nectors, zip ties on the handle-
bar, hurried frame welds and a
few cosmetic flaws.
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.com
Base Price: $6,799/7,499
Price 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 clutch
Final Drive: Belt
Wheelbase: 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 on
Claimed 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
23. 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 efficient
power. It utilizes a chain-driven, single
RIDDEN & RATED: HARLEY-DAVIDSON STREET XG750 AND XG5
STREET
SENSEB Y J O N L A N G S T O N
P 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 first clean-
sheet motorcycle in 13 years.
Purists may fear it’s the beginning
of the end, but the Motor Company
is filling 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 efficient. 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 flip.
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 first 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
25. 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 find
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
fits 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
27. 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 find
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
fits 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
28. 68 SEPTEMBER 2014
hard scrape bit directly into the
lower exhaust heat shield. Still,
it’s the first Harley I’d describe
as “flickable.” 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 flat 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 fit and finish:
galvanized steel bolts and con-
nectors, zip ties on the handle-
bar, hurried frame welds and a
few cosmetic flaws.
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.com
Base Price: $6,799/7,499
Price 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 clutch
Final Drive: Belt
Wheelbase: 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 on
Claimed 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
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