Is the new CVO the Ultimate Touring Machine?

Milwaukee has raised the stakes with the introduction of the massive 121ci Milwaukee-Eight CVO bagger. And there’s a bounty of goodies packed into this gleaming machine.

The thing that first drew me to this $64k+ machine was the introduction of the new 121ci (1977cc) Milwaukee-Eight engine with Variable Valve Timing (VVT). We all remember the fanfare back in 2018 when this clean slate powerplant in basic 107ci was introduced in the Softail and Touring range. It certainly has demonstrated its versatility since and I'm told this engine is a direct result of developments made for the now famous 'Battle of the Baggers' race series.

Even though the ninth generation of Harley’s stalwart "big twin" engine incorporates numerous modern enhancements, like the use of eight valves instead of four, it retains pushrod actuation and air cooling, although fan-assisted oil cooling supplements the air in these top range models.

The Motor Company quietly released details of the 121ci power plant back in June 2023 as well as enhancements to the CVO Road Glide which was then slated as the debut model to feature the new unit. Despite what you may read elsewhere, the 121 VVT unit is available in the Road Glide CVO (FLTRXSE) - which was our test bike - and for 2024, the CVO Street Glide (FLHXSE). Yes, CVO Road Glide ST (FLTRXSTSE) is also listed in the MY24 lineup. And all three 121-equipped models are listed here on the Harley-Heaven website although the ST features the extra special High Output (HO) non-VVT version tuned to produce 94kW and 193 Nm - H-D’s most powerful factory-fitted engine.

Even with the fancy new VVT, the eight valves are still pushrod activated and advanced or retarded with the camshaft timing adjusted infinitely through a potential range of 40 degrees of crankshaft rotation (20 degrees of camshaft rotation).

Factory bulletins talk about “optimized liquid-cooled cylinder heads with a new cooling system and a new intake tract.”

The aforementioned “cooling system” actually involves various electric pumps and fans aiding the coolant solution which first attends to the hotter rear cylinder head, then to the front cylinder head, and then to a new fan-assisted radiator. Yes, I did notice the difference, especially when pulling up after a spot of spirited riding.

Also from my test ride and factory press material, I can tell you other aspects of the Road Glide are enhanced for 2024.

The cylinder heads have been reworked and besides the new cooling system, combustion chambers are reshaped with oval intake ports, low-profile intake valve seats and an enhanced ‘squish band’ (look that up if you need to), which together, increase intake air velocity and tumble and accelerate combustion to improve performance and fuel economy. The compression ratio is increased to 11.4:1 from 10.2:1 and the new airbox has 50 per cent more volume than the previous ‘heavy breather’.

The distinctive Road Glide frame-mounted ‘Shark Nose’ now has a wide, single LED headlamp and “the aft edge of the new fairing relates to the fuel tank shape, and the edge of the lower portion of the fairing to the front engine cylinder.” Now, I’m an average 174cm and even though I noticed some buffeting at legal highway speeds, I was able to reduce that considerably with use of the adjustable vane at the top edge of the fairing.

CVO models have always offered special paint schemes and so it is for 2024 with the optional Legendary Orange (+$10k) two-tone with colour-matched inner fairing.

Out on the road, most of my riding was conservative and understandably cautious and after about 1000kms of both city and country riding, I came in at 4.2l/100kms. Fuel tank capacity is almost 23 litres, so a range of 500kms can be reliably achieved with care.

This was achieved using mostly ‘Road’ setting on the ‘Mode’ control with a mix of ‘Rain’ during the Hunter Valley storms. I did get the opportunity to explore the ‘Sport’ setting when ominous dark clouds threatened to dump their load on me as I hightailed it southward on the newly resealed Castlereagh Highway to my accommodation at the comfy Commercial Hotel in Wallerawang.

I was delighted at the handling and responsiveness of the big twin on the numerous sweeping curves and rollercoaster crests. The intervention of the VVT is not as pronounced as some automotive equivalents where it tends to ‘bite’ at a particular rev point. Instead, it’s in constant, almost imperceptible adjustment, delivering theoretically ideal timing for any given rev range and governed, not by revs, but by oil pressure. I know, right?

I'm sure Harley-Davidson would also want me to wax lyrically about the long list of technology and infotainment features on the CVO, but space prohibits this.

Suffice it to say that the Rockford Fosgate 150W sound system will ensure everybody hears you coming. That same tech mainframe will interface with your Apple or Android phone via Bluetooth delivering music, communication and navigation on the wide, 12-inch TFT screen. Naturally, a host of rider aids will assist you in manhandling this near-400kg beast.

The list includes Cornering Electronically Linked Brembo twin-disc Brakes, Cornering ABS, Traction Control and Drag Torque Slip Control as well as Vehicle Hold Control and Tyre Pressure Monitoring.

Now, I hasten to point out that you’re not just going to be able to rock into your Harley-Heaven dealer and ride out on a brand-new CVO. Production numbers are strictly limited and demand is high. Hence, you’ll need to be pretty set on your decision and be prepared to wait. That said, do consult your Harley-Heaven dealer and get an idea of wait times and if - heaven be praised - an order is cancelled, you might just be in the right place at the right time.

Full details, pricing etc can be found at www.harleyheaven.com.au