2020 is the year the Bar & Shield brand will be aggressively trying on new markets, and the first leg is already underway with the launch of its first electric, no-clutch “twist and go” LiveWire. As part of its “More Roads to Harley-Davidson” growth plan through 2022, this year’s EICMA witnessed Harley-Davidson unpacking their first-ever models, paving the company into the Streetfighter and the ADV category.

Rightly called the “Bronx” and the “Pan-America,” these new babies will be powered by the company’s new Revolution Max engine. Harley hasn’t divulged much information, but enough to just keep us excited through to their launch sometime towards the end of 2020. We’ve gathered them around here for a pre-production review of the Bronx. The Pan-America will follow suit.

STYLING

A little more than a year ago, Harley teased us with the first glimpses of the Bronx with Carbon-fiber fenders, LED lighting all around, TFT instrumentation, and minimalistic angular bodywork. The aggressive styling was further accentuated with the stainless-steel exhaust, stainless steel brake lines, rear-mounted foot controls, bar-end mirrors are a few of those giving this Streetfighter 975 the needed oomph factor.

When Harley->ke300 pulled the curtains off the Bronx at this year's EICMA, the Red and Black paint scheme put things to a better perspective, and the Bronx looked more like a production model. However, Harley still maintains it to be a pre-production model with a touch of roundness compared to the one showcased last year sans the carbon-fiber.

The rear sub-frame gets tweaked further to accommodate a padded, more practical rear saddle with the passenger footpegs. A rear number plate holder and a smaller tail light setup finishes things off at the back. We see the exhaust canister also undergoes a change, probably to suit the Euro5 norms. Upfront, Harley will still make use of a round TFT instrumentation while the bar-end mirrors give way for a traditional affair.

Overall Dimension

POWERTRAIN

The only concept of the Bronx we are certain about is this Revolution Max 60-degree V-twin setup that will displace 975cc to produce over 115 hp and 70 lb-ft of peak torque. The new Revolution Max engine architecture is designed for flexible performance with a broad powerband and dual downdraft throttle bodies to maximize airflow and increase performance.

Sitting right between Harley’s very own 90-degree V-twin and Ducati’s 45-degree mills, the Revolution Max should have a unique characteristic vibe to it. If I may scratch that brain for some history, Harley used a 60-degree design for its 2001-2017 Harley-Davidson V-Rod->ke3300 VRSC models. The Bronx’s mill, however, will be a whole new source of insanity.

Replacing the age-old air-cooled mill that is running the show since the ‘80s, these new liquid-cooled power monsters will be making lower tailpipe emissions and a few more horses to compete in the hottest segment at the moment. This will allow the chaps at HD to snug fit the mill with the intention it making it a tad bit sleeker than the air-cooled ones.

A counter-balancing shaft will keep engine vibrations at bay and is said to run smoother than any other Harley on the road running with an IC engine. Power will be delivered via a belt-drive, and the gearbox will probably even feature a quickshifter and a slipper clutch.

Engine Specification

RIDE AND HANDLING

The tubular steel frame is probably borrowed from the custom/roadster unit but gets an all-new swingarm setup to heighten handling experiences. The V-twin acts as a stressed member, with the frame attaching the steering head to the engine, and the swingarm pivots in the crankcases.

We don’t have much information about the machine yet, except for a couple of photos of the pre-production version that indicates this Harley is running on 17 inches wrapped with Michelin slick street tires. Beefy USD forks and mono shocks will be handling the suspension while dual Brembo Monobloc radial calipers up front with massive 320 mm disks will halt the machine.

Harley has collaborated with Michelin and Brembo to work on bespoke designs and setup for the Bronx that “combines sharp edges and softer curves.” We are awaiting more on the spec sheet, but be sure Harley will equip the Bronx with all the electronics to hoon this Streetfighter against the likes of Ducati->ke622, Triumph->ke1864, Honda->ke291, and KTM->ke1954.

Chassis Specifications

PRICE

Although Harley is tightly lipped about any details at the moment, the Bronx could come attached with the price tag reading anywhere in the vicinity of $ 15,000.

COMPETITION

Honda CB1000R

The “RR” stigma has been replaced with retro-industrial minimalism but is no way a slouch performer. What it is, is a rocket-fuelled by the same soul as that of the blistering CBR1000RR Fireblade. The CB1000R gets a detuned version of the same 998cc liquid-cooled DOHC inline-four and puts out 143 hp and 77 lb-ft of torque.

Box section mono backbone steel frame supports Showa Big Piston (SFF-BP) USD upfront and a Showa monoshock at the rear. Radial-mount front brakes, ABS, and a 190-section rear tire complete the chassis’ upgrade. Rider aids include multiple riding modes with different combinations of Power, Engine Braking, and Honda Selectable Torque Control run on a new state-of-the-art Throttle By Wire engine management system.

FINAL THOUGHTS

“Unapologetic modern style with enough performance and agility to carve through city streets.” is how Harley puts a structure to its brand-new streetfighter. And the brand new Revolution max motor will be a far cry from Harley's usual pushrod affair.

Harleys’ were machines that made complete sense of a brute character that lets you cruise around in the brawniest fashion. It’s weird to have the ’Bar and Shield’ on a streetfighter. But it’s happening, and I’ll probably take two of these.

All of this comes in as a surprising change in the corporate stance where Harley Davidson has gone on record showcasing its future plans over the next five years in great detail. Blowing the door wide open, HD gave us a peek at all their new products coming in the next five years, including new internal combustion engines (500cc, 750cc, 975cc, and 1,250cc) that will go onto 16 new models.

Should the fancy European and Japanese guys get scared? I doubt it.

I wonder how that 60-degree V-twin will sound, though.