The new Harley-Davidson X350 and X500 are here. We head to Allianz stadium for the Australian launch of these new LAMS machines for a quick spin! Photos: Incite Images/HD Aus
Harley-Davidson is making a comeback to the LAMS and entering the small-mid and middleweight nakedbike segment with its new Harley-Davidson X350 and 500 twins. We head to a unique launch at Allianz Stadium, Sydney, for a tech overview and a short spin…
H-D has dabbled in the LAMS market segment before and has had great success in sales with its Street 500. During its five-year lifespan, the Street 500 was H-D’s biggest seller on Australian shores, which demonstrated the value of the LAMS / small capacity (especially by H-D standards) class. The X release is a two-pronged assault featuring uniquely styled 350 and 500cc variants.
“A highly competitive pricing strategy in what must be regarded as the most hotly contended bike market in Australia”…
Unlike the Street 500, which was built in India, Harley-Davidson has outsourced manufacturing of the X models to an established and respected Chinese constructor Qianjiang Motors [the Street 500 is based on the excellent Benelli Leoncino 500 – Ed], QJ Motors is the largest manufacturer of motorcycles in the world. This approach enables the X models to be supported by a highly competitive pricing strategy in what must be regarded as the most hotly contended bike market in Australia.
The X350 is a flat-tracker inspired twin and looks fantastic in our opinion… Particularly the tail unit and seat.
At the time of this launch, the bikes were not ADR complied, meaning that riding on public roads was out of the question, so what better place than through the service tunnel beneath the Allianz stadium in Sydney? The event consisted of a marketing and tech session, followed by a stint on each bike that included slow-speed slalom and simulated “drag starts” in the outdoor carpark. This was to be done and dusted in two hours, with Harley-Davidson presenting the preview to bike journos on the day over three separate sessions.
The tunnel consisted of polished concrete with lots of potential objects to hit should you stray off the “clean” line – it would have been perilous had it been remotely damp. You momentarily pop out into the sunshine via the ramp onto a paved area before diving back into the underground section. It was quite a surreal experience. The tunnel has a 10km/h speed limit that was destroyed despite not getting past third gear. The tunnel also made the bikes sound bigger than the capacities suggest!
“‘We have our eyes keenly set on our return to the LAMS market with two fantastic options for customers”… Keith Waddell, Harley-Davidson ANZ Marketing Manager.
X350
Hands down, the X350 has some great tank and ducktail styling cues that bind it immediately to the XR750 racer. This is part of the heritage approach that is so important to Harley-Davidson. It’s about capturing the allure of the marque with younger riders and those seeking to start their riding experience under the wing of the H-D brand.
The X350 is an excellent-looking nakedbike from all directions, and its diminutive stance will most certainly appeal to riders looking for a lightweight, agile and responsive motorcycle that is eye-catching and, honestly, quite edgy.
“The handlebars are suitably wide and cowhorned, making easy manoeuvring in and amongst the traffic cones”…
The riding position on the 350 is noticeably aggressive compared to the 500, with the ‘pegs set well back and high. The seat is very learner-friendly in not only altitude, but the shape contours nicely into the taper of the tank, providing plenty of space for adjusting leg position while still supporting your weight. Stretching out to the ‘bars is not a long one, and the overall body triangle is very comfortable.
“Hands down, the X 350 has some great tank and ducktail styling cues that bind it immediately to the XR750 racer”…
The handlebars are suitably wide and cowhorned, making easy manoeuvring in and amongst the traffic cones. The slalom/chicane sections of the ride brought out the nimbleness of the bikes and the excellent balance, with us all attempting to stop for as long as possible without a foot to the ground.
“It feels relaxed and zippy with a decent spread of torque that makes getting going from a standstill a snap and good confidence that opening the throttle will result in accelerated motion.”
Loading up the rear brake and throttle simultaneously made light work of negotiating the witches’ hats unscathed, as did the generous arc of the forks. I found the clutch action light on the 350, with a reasonable feel (not so on the 500), complemented by light and easily accessible switchblock controls.
The levers also have span adjustment on both sides, which is nice at the price. The single dial instrument is speedo with LCD inlay with several relatively basic functions, including rpm, clock, trip etc. Lights are LED all the way, baby.
Brakes on the 350 feature twin petal discs up front and axially mounted twin-piston calipers. ABS is featured as standard equipment, and this works predictably upon a sudden squeeze on the master-cylinder. The drag starts did work the brakes to some degree slowing down, but even with the stifling heat, I did not notice any dulling of feel or response.
The rear brake on both machines is a disc and single-piston caliper that performed well during our slow-speed exercises. The very tasty 12-spoke cast aluminium wheels finish off the job, as does the sporty Maxxis rubber.
“The rear brake on both machines is a disc and single-piston caliper that performed well during our slow-speed use”…
Attaching wheels to the chassis on the 350 is a set of beefy 41mm USD forks that feature rebound adjustment. Rear suspension is a spring-damper unit with gas assistance, tastefully and visibly mounted asymmetrically to the right-hand side of the tubular steel swingarm and frame.
The backside suspension features spring preload and rebound damping adjustment. The outboard mounting makes accessing the suspension adjustments easy – this is yet another small but valuable virtue when trying to impart a rewarding, uncomplicated, yet still sophisticated ride experience to first customers.
The compact, oversquare liquid-cooled parallel twin of the 350 spins out 31Nm@7000rpm and 27kW@9500rpm. Its 270° crankpin design makes it very smooth and unobtrusive, with the available power readily accessible even though at considerably higher rpm than its bigger brother.
It feels relaxed and zippy with a decent spread of torque that makes getting going from a standstill a snap and good confidence that opening the throttle will result in accelerated motion. Much shorter gearing than the 500 comes into play here, too. The exhaust is tucked in nicely alongside the crankcase, and the header weldment houses the catalytic converters on both bikes – neat.
Simon’s bike had a clutch issue, most likely due to a previous rider not being experienced at low speed stuff. Our Leoncino 500 did 30,000km including track days and even drag racing and the clutch was perfect…
X500
The X500 relies heavily on styling cues that Harley-Davidson is famous for. In this case, the Sportster heritage is evident in the unmistakable rear fender styling and longer wheelbase.
Much like the hike in cubes over the 350, everything about the 500 is bigger; it is a little chunkier and a similarly bold statement, but with a different character, story and appeal behind it. I like the approach that Harley-Davidson has taken with these bikes, which are designed to be, figuratively speaking, induction machines into the Harley fray.
The 500 is beefier by about 20kg and, although plusher and more suited to longer stint rides than the 350, it’s still very wieldy.
I have no choice but to say my riding stint on the 500 was marred by, I believe, a glazed set of clutch plates that would slip wildly in the tunnel when the rpm rose. Naively, I thought for a moment it was wheel spinning on the smooth concrete – what a goose. I have experience with the engine, fortunately, as I enjoyed many rides on our own BikeReview Leonino 500, however, I will save further comments on the X500 powerplant performance until we get the bike back for further testing but I will add it is a great engine and our long termer 500 Leoncino was completely bulletproof.
The 500 is beefier by about 20kg and, although plusher and more suited to longer stint rides than the 350, it’s still very wieldy. Throw a leg over, and one instantly feels comfy and familiar, with the mid-mount foot controls becoming more appealing to my reluctant knee joints. The ride position is bolt upright but positionally balanced, not contorting your back. You could put a few miles down in a day.
“The 500 is beefier by 20kg and, although plusher and more suited to longer stint rides than the 350, it’s still very wieldy.”
Alongside a longer stroke, this engine pulls 46Nm@6000rpm and 35kW@8500rpm. The figures may seem close, but the 500 makes nearly 50 per cent more torque than the 350. This has enabled H-D to make the gearing taller and offer a more relaxed, loping ride. That said, despite the engine being very new, it was jolly eager to spin up.
Both bikes demonstrated attention to detail in the build, with very nice quality castings, welding, general assembly, and paint.
For the extra $3000 asking price, you get a larger motorcycle, 50mm USD forks, radially mounted front brake calipers, bigger discs and of course more metal that the Sportster lineage requires. This may equate to more comfort and distance riding ability than the racier 350.
The engine is an entirely different unit but still features the same P2 architecture, providing a free-revving, vibe-free experience. The gearbox on either bike seems hassle-free and very easy to operate, with a nice short throw, positive feel and well-distanced toe levers. As the bikes run-in further, greater smoothness in many aspects of operation will be had.
“Being in a big country where bigger must be better, the 500 will likely outsell the 350 by its largeness.”
Both bikes demonstrated attention to detail in the build, with very nice quality castings, welding, general assembly, and paint. Providing a sense of longevity and solidity are also quintessential H-D traits that are well embodied here. Brand retention is essential for all manufacturers; it takes knowing your market to get it right. Harley-Davidson has the cred and heritage here, with 120 years of history and counting to back it up.
It’s difficult to comment much about the X350 / X500 ride when sampled over such a short duration and limited ride environment. First impressions often last the longest, and Harley-Davidson has nailed it with the style, presentation, dynamic zest and appeal of the H-D X bikes in general. But I can’t comment further on the ride experience, we need to test them.
Being in a big country where bigger must be better, the 500 will likely outsell the 350 by its largeness. Sad, maybe, but whatever. Either of these units will give its class rivalry a real run for the money.
TECH TALK
Designed in Milwaukee, the Harley-Davidson X350’s design is unmistakably Harley-Davidson, tucked within a lightweight and agile package, tailored to urban riding environments. With its light and nimble chassis paired with an engine tuned for strong mid-range torque, the Harley-Davidson X350 is an ideal combination for real-world street-riding performance for urban commuters.
The Harley-Davidson X350 includes performance features such as:
- A 353cc DOHC 4-valve liquid-cooled parallel twin, tuned to produce strong midrange torque and mated to a six-speed transmission.
- Cable-actuated wet-plate clutch with chain final drive.
- 17-inch (432mm) front and rear wheels to deliver nimble performance.
- Maxxis Supermaxx ST tyres sized 120/70 ZR17 in front, and 160/60-ZR17 in the
rear. - Dual front disc brakes and a single rear disc brake including Antilock Braking
System (ABS) as standard. - 41mm inverted fork front suspension with adjustable rebound damping.
- Monoshock rear suspension with coil spring with pre-load and rebound damping
adjustability. - Mid foot controls and a low-rise handlebar, putting the rider in a centred,
comfortable posture on the bike. - 777mm unladen seat height.
All elements of both the Harley-Davidson X350 and X500 have been designed to offer a comfortable riding experience.
The Harley-Davidson X500 features a classic Sportster style bobbed rear fender that recalls the iconic Iron 883, FortyEight, and the new Nightster models. The two-up saddle has a wide, thick cushion for comfort, and is styled with contrasting stitching and a textured section on the seating surface for a premium look and feel.
The Harley-Davidson X500 includes performance features such as:
- A 500cc DOHC 4-valve liquid-cooled parallel twin tuned to produce strong midrange torque and mated to a six-speed transmission.
- Cable-actuated wet-plate clutch with chain final drive.
17-inch (432mm) front and rear wheels to deliver nimble performance. - Maxxis Supermaxx ST tyres sized 120/70-ZR17 in front and 160/60-ZR17 in the
rear. - Dual front disc brakes and a single rear disc brake including Antilock Braking
System (ABS) as standard. - 50mm inverted fork front suspension with adjustable rebound damping.
- Monoshock rear suspension with coil spring and pre-load and rebound damping
adjustability. - Mid foot controls and a low-rise handlebar, putting the rider in a centred,
comfortable posture on the bike. - 820mm unladen seat height.
“The Harley-Davidson X350 and Harley-Davidson X500 join the existing lineup as brand-new instruments of exploration designed to navigate the urban grid with agility,” said Nigel Keough, Managing Director for Harley-Davidson Australia and New Zealand. “Both motorcycle models are tailored for adventurous riders – new and existing – who are focused on style, performance, and accessibility to the brand.”
The Harley-Davidson X350 will be available at authorised Harley-Davidson dealerships with an Australian Ride Away Price of $8,495 AUD in Dramatic Black, Dynamic Orange, Supersonic Silver, and Pearl White, while the Harley-Davidson X500 will be available with an Australian Ride Away Price of $11,495 AUD in Dramatic Black, Dynamic Orange, Supersonic Silver, and Pearl White.
2023 Harley-Davidson X500 (LAMS)
Price: $11,495 Ride-Away
Warranty: TBA
Colours: Dramatic Black, Dynamic Orange, Supersonic Silver, and Pearl White.
Claimed power: 35kW(47.6hp)@8500rpm
Claimed torque: 46Nm@6000rpm
Wet weight: 208kg
Fuel capacity: 13.1L
Fuel Consumption (Claimed): 4.85L/100km
Engine: Liquid-cooled, in-line two-cylinder, four-stroke, DOHC, four-valves per cylinder, 499.6cc, 69 x 66.8mm bore x stroke, 37mm throttle body, 11.5:1 compression ratio, Delphi MT05 ignition, NGK CR8E spark plugs, six-speed gearbox, wet clutch, 2-1 exhaust.
Chassis: Steel tube trellis frame, steel tube trellis swingarm
Rake: 24.5º Trail: 100.5mm
Suspension: 50mm USD forks, rebound adjustable, lateral rear shock, preload & rebound adjustable, 112mm travel
Brakes: Bosch ABS, dual semi-floating 320mm rotors, radial four-piston calipers, single 260mm rear rotor, single piston floating caliper
Wheels & Tyres: Aluminum alloy, 3.50 x 17in, 4.50 x 17in, 120/70 – R17, 160/60 – R17, Maxxis SuperMaxx tyres.
Dimensions:
Seat height: 820mm
Wheelbase: 1485mm
Overall Length: 2135mm
Overall Height: 1120mm
Ground Clearance: 153mm
Instruments & Electronics: LCD display, ABS
2023 Harley-Davidson X350 (LAMS)
Price: $8,495 Ride-Away
Warranty: TBA
Colours: Dramatic Black, Dynamic Orange, Supersonic Silver, and Pearl White
Claimed power: 27kW@9500rpm
Claimed torque: 31Nm@7000rpm
Wet weight: 195kg
Fuel capacity: 13.5L
Fuel Consumption (Claimed): 4.95L/100km
Engine: Liquid-cooled, in-line two-cylinder, four-stroke, DOHC, four-valves per cylinder, 353cc, 70.5 x 45.2mm bore x stroke, EFI, 11.9:1 compression ratio, six-speed gearbox, wet clutch, 2-1 exhaust.
Chassis: Steel tube trellis frame, steel swingarm
Rake: 24.8º Trail: 140mm
Suspension: 41mm USD forks, rebound adjustable, lateral rear shock, preload & rebound adjustable N/A travel.
Brakes: ABS, dual semi-floating petal rotors, twin calipers, single rear rotor, single piston floating caliper
Wheels & Tyres: Aluminum alloy, 3.50 x 17in, 4.50 x 17in, 120/70 – R17, 160/60 – R17, Maxxis SuperMaxx tyres.
Dimensions:
Seat height: 777mm
Wheelbase: 1410mm
Overall Length: 2110mm
Overall Height: N/A
Ground Clearance: 143mm
Instruments & Electronics: LCD display, ABS
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