2025 Harley-Davidson Heritage Classic Review – First Ride
Classic cruising
If I’m cruisin’ there’s no better place to be than on the Heritage Classic. Low and slow is the name of the game here, well, not too slow because while in Sport mode, using the dedicated traction control button on the right switchgear to disable TC resulted in effortless rolling burnouts from the Heritage – again, 120 lb-ft or torque gets the job done. The Heritage rolls down the road on its 16-inch wheels spinning a lazy 2,000 rpm at 55 mph.
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Prior to getting to spend some time with the stylish Hydra Glide Revival last September, it had been quite a while since I had been on a Heritage. The first thing I thought after hopping on that bike and scooting around town was that it handled so much easier than I expected. With a 30-degree rake, less trail than the Street Bob at 5.5 inches, and 64.2 inch wheelbase, this should be expected. That said, both physically and visually, the Heritage is the biggest bike of the group at 728 pounds. Despite the extra heft, the Heritage handles itself with effortless composure.
The Heritage Classic uses the same 49mm “Dual-bending valve” traditional fork and monoshock as the rest of the line-up (sans Low Riders), but with 5.1 inches of travel up front and 4.4 inches out back, those figures give it the best combination of the bunch resulting in a Cadillac smooth ride. It’s hard to say without testing the machines back-to-back, but it does feel as though H-D has managed to remove some of the harshness that’s delivered to the rider through the suspension. That said, the Heritage’s seat also takes the cake for the most comfortable place to rest your rump. The rider triangle was perfectly neutral for me.
Yes, you will touch down those floorboards quicker than anything else in the line, but again, if cruising is the name of the game, er, category, the Heritage Classic does it with aplomb… oh, and with a windscreen and 42.5 liters (1.5 cu-ft.) of storage.
You can pick up the 2025 Harley-Davidson Heritage Classic for $22,999 – but only in, you guessed it, Billiard gray. Vivid Black, White Onyx Pearl, Iron Horse Metallic, and Whiskey Fire/Vivid Black will all run you a premium. Cast wheels are standard, while spoked or “laced” are optional.
Scorecard
Engine | 18.5/20 | Suspension | 12/15 | Transmission | 8/10 |
Brakes | 7/10 | Instruments | 3.5/5 | Ergonomics | 9/10 |
Appearance | 9/10 | Desirability | 9/10 | Value | 7.5/10 |
Editors Score: 83.5% | |||||
In Gear
- Helmet: Shoei GT-Air 3
- Communicator: Sena SRL 3
- Airbag: Alpinestars Tech-Air 3 V2 Canvas
- Jacket: Alpinestars Calabasas Air (discontinued)
- Jeans: Pando Moto Steel Black (discontinued)
- Gloves: Alpinestars Chrome
- Boots: TCX Ikasu 2 Air
2025 Harley-Davidson Heritage Classic FLHC Specifications | |
|---|---|
MSRP | $22,999 |
Engine Type | Milwaukee-Eight 117 Classic, air/oil-cooled 45° V-Twin, pushrod-operated, overhead valves with hydraulic, self-adjusting lifters; four valves per cylinder |
Capacity | 1,923cc |
Bore x Stroke | 103.5 mm x 114.3 mm |
Compression Ratio | 10.3:1 |
Horsepower | 98 hp at 4,600 rpm (claimed) |
Torque | 120 lb-ft. at 2,500 rpm (claimed) |
Engine Control | Electronic Sequential Port Fuel Injection (ESPFI) |
Clutch | Mechanical, 10 plate wet, assist & conventional |
Transmission | 6-Speed |
Primary Drive | Chain, 34/46 ratio |
Final Drive | Belt, 32/66 ratio |
Lighting | All LED |
Frame | Mild steel, tubular frame; rectangular section backbone; stamped, cast, and forged junctions; MIG welded; aluminum forged fender supports |
Swingarm | Mild steel, tubular sections, stamped x-member, forged axle junctions; MIG welded; removable belt spacer |
Front Suspension | Dual-bending valve 49 mm telescopic with aluminum fork triple clamps; dual rate spring; "beer can" covers. |
Front Travel | 5.1 inches |
Rear Suspension | Hidden, free piston, coil-over monoshock; 43mm stroke; hydraulic preload adjustment. |
Rear Travel | 4.4 inches |
Front Brake | 4-piston fixed front caliper, 300mm disc |
Rear Brake | 2-piston floating rear caliper, 292mm disc |
ABS | C-ABS |
Front Wheel | 3.0 x 16" Black, 9-Spoke Cast Aluminum |
Rear Wheel | 3.0 x 16" Black, 9-Spoke Cast Aluminum |
Front Tire | Dunlop Harley-Davidson Series D401F |
Front Tire Size | 130/90B16 73H BW |
Rear Tire | Dunlop Harley-Davidson Series D401T |
Rear Tire Size | 150/80B16 77H BW |
Rake / Trail | 30°/5.5 inches |
Wheelbase | 64.2 inches |
Length | 95.1 inches |
Width | 36.6 inches |
Seat Height | 26.8 inches |
Curb Weight | 728 pounds (claimed) |
Fuel Capacity | 5.0 gallons |
2025 Harley-Davidson Heritage Classic Review Gallery
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Ryan’s time in the motorcycle industry has revolved around sales and marketing prior to landing a gig at Motorcycle.com. An avid motorcyclist, interested in all shapes, sizes, and colors of motorized two-wheeled vehicles, Ryan brings a young, passionate enthusiasm to the digital pages of MO.
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I love all bikes. I have several brands. The way I rationalize my Road King is by using an analogy that gun guys will get. The Harley is like a big and heavy S&W N Frame 357. It is not so much as what it does it is about what it IS and how it makes you feel when simply admiring the heft and beauty of it. Yes a plastic Glock holds a lot more ammo and yes it is super fast shooting blah,blah,blah. In the end is a flat black ugly piece of tupperware. I own Japanese bikes and plastic pistols and they both have their place. If I sold my guns the S&W would be the last to go, just like my one owner HD that I have had for 22 years.
I think you digress too much. A Glock is not designed to be pretty but to work—the HD. I ordered the 2026 Fat Boy. That suits my size, performance requirements, and an electronic 4-inch higher than the current windscreen. I will not use this bike for more than 2-hour cruises. But if I do, it is nice to have that screen so you aren't beaten to death.