It’s that time again, folks! That wonderful time of the year when some manufacturers start teasing, and some start releasing, new models! It’s one of my favorite times of the year!
2026 Harley-Davidson Sprint
I haven’t heard much yet, but I just read that Harley-Davidson is about to release info on an all-new entry-level motorcycle, that harkens back to a previous time in their history. The new bike is set to be called the “Sprint”, after the popular model that they introduced in the early 1960s, after partnering with then, Italian manufacturer Aermacchi.
These days, many people whine about the MoCo’s affiliations with other manufacturers building motorcycles for them, such as the Street 500 and 750 models, originally built in Bawal, India and primarily intended for the Middle Eastern market, or the all-new X350 and X500, built in China and primarily intended for the Asian market. But, our beloved Milwaukee, USA purveyor of fine motorcycles has not betrayed it’s American roots, far from it. They are a corporation that is surviving in a very challenging market… and they have been doing so since 1903. The reality is- survival is ugly sometimes. It often demands unconventional and, sometimes unpleasant, acts to be carried out, in order to be able to live, and in this case- produce motorcycles, another day. For example- guy that got trapped by a boulder while hiking and had to sever his own arm to be able to live another day. While I’m not suggesting that H-D cut off an appendage, here… I am saying that sometimes, in order to survive a struggling market, it requires a partnership that may not be the most popular with it’s traditional customer base. If, however, the partnership expands the customer base… and the company can survive another year, or five years, or a hundred years, then it was worth it.
Beginning in the 1960’s, Harley-Davidson partnered with several companies, three of which in particular brought the MoCo through some of their toughest times and helped them survive when many other American motorcycle companies were failing: Aermacchi and their small displacement motorcycles helped expand the Harley-Davidson name plate into the European markets and helped form a love for Milwaukee steel overseas, that still exists to this day; Tomahawk Boats ushered in a new era of design possibilities and manufacturing facilities that gave us things like the Boat Tail Super Glide, hard side saddlebags, tour packs, and fairings for the immensely popular Electra Glides, Tour (and later, Road) Glides; and of course, the American Machine and Foundry company, quite literally, saved the MoCo from financial ruin. While none of these were probably very popular at the time, all served the greater purpose of helping this American institution survive and that, my friends, is the name of the game because once a company shuts down, if it ever does come back, it will never be the same as it once was.
The Bike
Currently, there’s very little information about the new Sprint, except that it is supposed to be revealed to dealers this fall, but what we do know for now, is that it is expected be a small displacement, inexpensive and entry-level motorcycle. There’s still no word on where it will be built, but I suspect it will be manufactured overseas initially, or perhaps, built in the US of A, with parts imported from overseas plants.
What I find interesting though, is I’ve heard so many people already bashing it, and bashing the MoCo for building an “entry-level” bike. Just yesterday, I saw a social media influencer (who I typically agree with on a lot of points), bashing the MoCo over the new Sprint and saying that all “we” want is a “new EVO” engine because the “EVO was the best engine ever built by Harley-Davidson.” The EVO was a good engine, sure… but ”the best”? I don’t think so, not by a long shot. Every engine that H-D has made through the years was the best, until it was replaced by something better. The Knuckle was better than the Flathead, the Pan was better than the Knuck, the EVO was better than the Pan and, yes… I’m gonna say it… the Twin Cam was better than the EVO… and I know that I’m about to get bashed for that one, but it’s true- I’d take a late model TC96 or TC103 over an EVO any day. BUT! Before anyone decides to start roasting me for MY opinion, let me remind you that everyone has their own opinions based on their own experiences… mine are no different. I’ve gotten great performance (and no oil leaks) out of the 5 different Twin Cams I’ve owned, while I had two different buddies that had “late model” EVO’s that coudn’t keep a seal between the jugs and the crankcase. Now, before anyone says, “well Mr. MotoWriter, why does S&S Cycles build so many EVO clones, then?” My simple answer is this- because 1. The patent ran out and they can, 2. They’ve had a chance to fix the problems and get it dialed in properly (I never said it wasn’t a good platform for a great engine) and, 3. They also make updated versions of the Knuckle, Pan, Shovel and M-8. One could argue that the reason they don’t build a Twin Cam, is because the stock H-D TC is already dialed in, easier to get and significantly less expensive than the others.
As for the Milwaukee 8- I have a first generation M-8 107 on my Road King Special, and a 96” Twin Cam on my Dyna Street Bob… I’ve also had a couple of late model 103” Twin Cams and an early model 96” and I will honestly say that, in my very humble opinion, the M-8 is a superior engine to the Twin Cam. I’ve heard horror stories about the first gen 107” M-8’s having issues with oil sumping, cam chest and oil pump failures and, maybe I’m just lucky or perhaps it hasn’t happened yet, but mine has not given me any issues with any of those components (like I said, not yet, anyway). Maybe it’s because I ride it like I own it, and like I am the one that is responsible for paying for it when it breaks, or maybe, I have just gotten lucky, I don’t know… but regardless, my opinions are based on my experiences, so I’m willing to acknowledge that others may be (and apparently are) very passionate about theirs, based on their experiences.
Regardless of where your opinion lands, I’ll disagree with my guy on the ole interweb socials and say that, while I’m not in the market for an entry-level, small displacement motorcycle- I think it’s great that the MoCo is thinking about their future survival and making adjustments to get new riders into the sport, and hopefully making some of them passionate loyalists to the brand so that hopefully, it will carry them through the tough times.
What is “Entry-Level” anyway?
Easy- entry-level can be quantified in two words: size and price. Let’s face it- motorcycles are, inherently, dangerous and, in order to get someone on a motorcycle for the first time, you need to have a machine that isn’t too powerful, heavy and intimidating. Pricing is also incredibly important, as well, because you don’t want to have the perfect machine, but make it so expensive that it can’t be bought by someone who is just getting into the sport, especially when the competition is fierce in this segment.
The new Sprint is expected to be around $6,000 US and I think that is spectacular. People won’t buy what they can’t afford anymore. When I bought my first new H-D, I was in my mid 30’s and, at the time, I honestly never thought I’d be able to buy a Harley-Davidson at all, much less a brand new Road King Classic. It was expensive and, in all reality, I probably shouldn’t have bought it because there were times that I struggled to pay the note, but it was worth it to me (and my lovely wife supported it, wholeheartedly), so I took the leap and did it. This new generation is different though- these kids now are very money-conscious and they are very conservative in the way they spend their money. I would venture to guess that the MoCo loses hundreds of thousands of dollars each year in potential new riders, because of the costs and availability of their machines. Not that a solid and sustained resale value is a bad thing- it’s not, however, by comparison, a new rider looking at the offerings in dealerships and in the used markets, could be easily put off of H-D by the prices alone. For example, a large displacement Japanese bike, like the Yamaha Stratoliner or the Honda VTX1800 can be had for under $6,000 used, compared to a used Harley-Davidson Road King or Street Glide that will cost you easily over $10,000 for the same or similar year models. That is because the import bikes simply don’t hold their value like the Harley’s do. Those are typical prices of large, heavyweight bikes, too… their smaller counterparts can be had for even less, where the smaller H-D’s are still pretty expensive. For example- a 2006 Yamaha V-Star 650, which is a very easy bike to ride, can be had for around $1,500, compared to a 2006 H-D Sportster 883 that is selling for around $3,000. Again, that’s the difference between resale values- and, while that’s a good thing for H-D owners, it’s not so great for the MoCo when you consider that most new riders will almost always opt for the cheaper bikes. And before you argue that comparing used bikes to new bikes is like comparing apples to oranges, I’ll remind you that the least expensive new Harley-Davidson in the current lineup, the Nightster, is priced at $9,999 before dealer fees, where the comparable Yamaha Bolt R-Spec, is sitting a clean $1,000 less, at $8,999. Does a grand make a difference to someone like me? Right now- not really… when I was first starting out- absolutely. Currently, Yamaha’s lowest priced “cruiser style” motorcycle is the V-Star 250 at $4,799… so, if H-D can enter the market with a bike with double that displacement, but not double that price, I think it’s a strong move for Milwaukee.
The fact remains that this new generation is looking at the overall value for their dollar and, let’s be honest, why would a young, new, rider buy a 2008 Road King for $9,500, when they could buy a 2008 Roadliner for $4,500? After all, the 2008 ‘Liner has a 113 ci engine compared to the 2008 ‘King’s 96 ci mill. It’s a dollar for displacement disparity that favors the Japanese bike. Brand loyalty is often born with a first motorcycle, too… so getting someone into the culture of Harley-Davidson is imperative to gaining them as a lifelong customer. Don’t believe me? How many H-D loyalists started out on one of those very early single cylinder bikes (like the Hummer or the original Sprint), or more currently, on a Sportster? The EVO Sportster is probably the most popular motorcycle ever built by Harley-Davidson if you go by how long it was made, and total units sold (and are still sold in the used sector, today). The EVO Sporty used to be very affordable, with many of the basic models selling for close to- you guessed it- the $6,000 mark, so it’s my belief that this new Sprint’s pricing is right on par with being a, potentially, very successful offering for Harley-Davidson.
Final thoughts
Hopefully this new bike is well-built, has the American soul of a Harley-Davidson motorcycle, performs well and, unlike the failed Street models, is reliable and well designed. I think one of the biggest reasons the Streets failed so miserably, isn’t because they were small displacement and low priced, but rather, because of the design. They didn’t look like a Harley, they didn’t sound like a Harley and they were not well made, at all. While ole Jochen is out, and this new bike was developed and designed under his leadership, hopefully, it is more than just a re-badged Chinese bike (like the X-440 trainer bikes), and better than the absolutely awful Street that was born, and built, under former CEO, Matt Levatich’s leadership.
For now, we’ll just have to wait and see, though. As for me, I am choosing to be optimistic about the new Sprint. I’m hoping to see a new single cylinder, fuel injected cruiser (or maybe even a sportier version for the kids that like to go zoomy-zoomy), a sharp, distinctly American design, and more importantly- very well built, with high quality components.
Until then… Ride safe and make good choices, MotoReaders!
