Despite its oil-cooled heads, the engine’s cooling fins still need air flowing between them to manage the mill’s temperature. To my surprise, the air/oil-cooled V-twin retains most of Harley’s patented grumble but loses much of the rumble. That leaves a narrow window of peak performance, but the next helping of torque is usually just a shift away. However, that torque is finite, spiking around 2,500 rpm before trailing off near 4,000 rpm. Of course, the Milwaukee-Eight's low-down pull is always on tap, ready to get the rider out of hairy situations. At only 2,600 rpm in 6th gear, the Road King is content to trot along at 70 mph all day long. On the open road, the Milwaukee-Eight effortlessly glides down the highway. At a stop, it still shakes and rattles, but once it’s rolling, that all goes away.Īway from a stop, the Road King Special still jumps off the line with 119 lb-ft of torque. By Harley standards, the 114 is supremely smooth. Since 2017, the platform has been refining the Bar and Shield’s Touring and Softail lineups, and it's more tractable than the monster displacement lets on. Touting 114 cubic inches (1,870cc) of displacement, Harley’s latest Big Twin is the brand’s largest production powerplant (non-CVO models). The new-fangled tech may subtly refine the Road King Special, but the Milwaukee-Eight V-twin still takes center stage. Catering to brand converts without isolating brand loyalists, the new tech stays true to the Harley feel by improving function while preserving form. RDRS may not offer multiple levels of engine braking or customizable ride modes, but the system seamlessly integrates into the Harley ecosystem. Users can simply check the tire status by cycling through the speedometer’s secondary display window. Unless you’re accustomed to carrying a tire pressure gauge, the system ensures that riders don’t have to actively track PSI before each ride.
When either tire dips below the ideal PSI, a light on the dash immediately alerts the user.
However, the most convenient feature is the Tire Pressure Monitoring System (TPMS). Harley’s Vehicle Hold Control is an invaluable tool for takeoffs on an incline. The electronic suite isn’t entirely performance-oriented though. It’s that invisible safety net that sets the RDRS apart, and most Harlistas would benefit from the simple yet effective technology. The rear wheel still chirps under rapid deceleration, but the system quickly remedies the engine/rear-wheel speed differential before significant slippage occurs.
While I never initiated the traction control or ABS in my time with the Road King, DTSCS proved valuable when hustling through local canyons. Aside from gauge icons illuminating once the systems activate, RDRS never detracts from the ride, but it can ultimately save it. Yes, the features are always on but they never intrude unless the rider exceeds the system’s parameters. There aren’t multiple settings to choose between and Harley doesn’t complicate things with multi-layered menus. Despite the wealth of features and lengthy proprietary acronyms, RDRS operates in the background. If the rider gets into the corner too hot, the Drag-Torque Slip Control System (DTSCS) mitigates rear-wheel slip under abrupt downshifts and deceleration. When it’s time to get back on the gas, the cornering-enhanced traction control adjusts to the available grip in all conditions with Standard and Rain modes. Also available as an add-on for all touring rigs, the system incorporates lean-sensitive linked braking and ABS. Introduced on the 2020 Tri-Glide Ultra, Freewheeler, and CVO family, RDRS infuses Harley’s latest trikes and high-end tourers with long-overdue riding aids. TechnologyĪs with any Hog, the engine plays the starring role, but Harley’s Reflex Defensive Rider System (RDRS) turns in a surprise performance. Resplendent in Harley’s Snake Venom paint and decked out with the Bar and Shield’s latest tech, the premium trim brings Harley’s old-school tourer even further into the 21st century. While the Road King Special is still a back-to-basics bagger, it's anything but basic. Of course, the brand’s Milwaukee-Eight 114 truly makes the Road King special, taking the reins from the base model’s 107ci V-twin. A 19-inch front wheel and streamlined fender modernize the silhouette. A blacked-out aesthetic replaces the chrome finishes. The Road King Special, however, is the black sheep of the bunch-in more ways than one. Chrome coats the exhaust, handlebars, and even the blinker bracket. Only a windshield separates the rider from the elements. Favoring an old-school attitude and style, the Road King is a rolling time capsule of America’s motorcycling heyday.
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