[New Model Test Ride] No Motorcycle License Required! How Does the Completely Redesigned Harley-Davidson "Road Glide 3" Trike Ride?

Harley-Davidson has given its “Trike” three-wheeled model a major overhaul. The rear suspension has been redesigned, wheel travel has more than doubled, and unsprung weight has been reduced by a whopping 30 kg, significantly improving handling and ride comfort. We couldn’t wait to experience it for ourselves!

⚫︎Photo: Harley-Davidson Japan

The most extensive overhaul to date, with a completely redesigned rear end

Trikes, featuring one front wheel and two rear wheels, fall into a category that allows riders to operate them with a standard manual driver’s license—even without a motorcycle license. Harley-Davidson’s genuine trikes have been available in Japan since the 2014 model year.

For the 2026 model, a new chassis has been introduced, focusing primarily on the rear suspension, and a new suspension system has been adopted. Wheel travel has more than doubled from 58 mm to 127 mm, and unsprung weight has been reduced by 30 kg. This represents one of the most significant updates in the model’s history.

I attended a press test ride event held in Tokyo, where I primarily test rode the Road Glide 3. Like the two-wheeled Road Glide series, it features a futuristic style highlighted by the iconic shark-nose fairing.

The 2026 trike lineup consists of three models. From the front left: the "Street Glide 3 Limited ( starting at 5,739,800 yen)," the "CVO Street Glide 3 Limited ( starting at 8,005,800 yen)," and in the back is"Road Glide 3".

The Road Glide 3 is equipped with a shark-nose fairing, just like the Road Glide series of motorcycles. The 2026 model features a significantly improved chassis. Starting at 5,535,200 yen.

It features 19-inch front and 18-inch rear wheels. Although the wheelbase is a substantial 1,720 mm, it remains comparable to that of large-displacement motorcycle cruisers. The shape of the seat and passenger footboards has also been improved. The vehicle weight is 537 kg, an increase of 9 kg from the previous model.

The engine is the Milwaukee-Eight VVT-117, the same as in the Road Glide Limited and other models. It is a 1,923 cc air- and oil-cooled 45-degree OHV 4-valve V-twin with variable valve timing.Maximum output is 106 PS, down 2.7 PS from the motorcycle version, and maximum torque is 17.34 kg-m, down 0.51 kg-m.

A sleek rear view. The overall width is very wide, at 1,460 mm—close to that of a kei car. The rear fenders are wider than on the previous model, harmonizing with the body lines. The exhaust system is a 2-into-1-into-2 design, with two pipes exiting from the lower part of the trunk.

The rear suspension structure has been completely redesigned. Replacing the conventional rigid axle, a De Dion axle has been newly adopted. By separating the differential gear—which was previously integrated with the swing arm—and incorporating a Watt’s link mechanism, shock absorption has been improved, and the amount of left-right suspension travel can now be adjusted.

That signature Harley acceleration feel is alive and well on the trike!

Standing in front of the actual bike, I was first overwhelmed by its massive size. While the two-wheel Road Glide is certainly impressive, the sheer imposing presence of this trike—something impossible on a standard motorcycle—is incredible. As I cautiously straddled the seat, the view from the cockpit looked just like a motorcycle, yet it was strange to see it standing on its own without needing my feet to support it.

Once you start moving, it accelerates with a torrent of torque, accompanied by a throbbing sensation and sound that resonates in your gut.Like the Road Glide Limited, the engine is a 1,923cc air- and oil-cooled 45-degree OHV 4-valve V-twin equipped with VVT (Variable Valve Timing), generating a maximum torque of 17.34 kg-m at just 3,500 rpm.

While the two-wheeled Road Glide Limited delivers acceleration that makes you lean back when you open the throttle wide, this model is over 120 kg heavier.While its initial burst of speed is slightly inferior, its powerful acceleration remains intact. There is a unique pleasure in being able to fully enjoy the Harley engine—it remains solidly stable at all times, without any wobble even during a standing start or at very low speeds.

As with the two-wheeled Road Glide series, there are four riding modes: Road, Sport, Rain, and Custom. While throttle response and power delivery vary significantly between modes, the bike responds obediently to the rider’s right hand regardless of RPM in any mode. Thanks in part to VVT, it feels like there’s power across the entire rev range.

At low speeds, the engine pulses with a strong sense of rhythm; as the RPMs rise, unpleasant vibrations subside, giving way to a silky-smooth character. You can fully enjoy a truly Harley-esque engine with overwhelming stability.

The rider is 177 cm tall and weighs 62 kg. The raised handlebars keep the upper body relaxed. Leaning back into the bucket-style seat, you can soak in the sense of grandeur. While both feet touch the ground, it’s advised not to rest them on the ground when stopped, as there’s a risk of getting caught in the rear wheel.

The unique sensation of turning the handlebars to corner—especially when riding with a passenger

The cornering is very unique. I’ve ridden in a sidecar before, but this was my first time on a trike. With a sidecar, shifting your weight side-to-side is surprisingly important in addition to steering, but with a trike, you basically just turn the handlebars to go around a corner.

Up to about 40 km/h, you don’t need to apply much force to the handlebars, and it turns directly and smoothly. Making U-turns with a large vehicle usually comes with anxiety, but of course, it’s reassuring on a trike.

On the other hand, as speed increases, cornering requires more arm strength, and understeer becomes pronounced, making it difficult to turn in some situations. While test riding, I noticed that closing the throttle while turning makes it easier to navigate the curve, but please be extremely careful when turning at high speeds.

Also, the inner wheel has a surprisingly large track, so if you ride it like a motorcycle, you’re likely to hit the inner rear wheel against the curb or other obstacles. Therefore, it’s essential to focus on staying in the center of the road when turning.The test ride venue featured an S-curve with pylons set up on both sides to help riders gauge the bike’s width, but I must admit I ended up hitting the inner rear wheel against a pylon. However, rest assured that you’ll get the hang of it quickly.

When cornering, turn the handlebars in the direction you want to go. It should feel very secure even in wet conditions.

Next, I tried riding with a passenger. The high-torque engine accelerates without hesitation, performing just as well as when riding solo. What’s most noteworthy is the stability at low speeds. While motorcycles often wobble in such situations, this bike remains solidly stable, making even difficult U-turns with a passenger a breeze.Both the rider and the passenger feel extremely secure.

The sense of security for two riders is immense. The fact that it doesn’t wobble at all, even at low speeds or when making tight turns, is a major advantage.

It features a one-piece seat with a step-down design. Soft-touch passenger handlebars are mounted on both sides. The G-forces on the rear passenger are intense, and the acceleration is so powerful it throws your body back, so personally, I found myself wanting the optional backrest accessory.

The stability when traversing gaps is on a completely different level between the old and new models, and the sense of road contact is also superior

Compared to the previous model, stability has improved dramatically when the rear wheels take the bumps one after the other.When tested on the undulating road set up for the test ride, the old model couldn’t hold the bike steady, resulting in violent side-to-side swaying severe enough to slam my knees into the tank. While the new model still experiences significant impact, the sway is reduced to less than half that of the old model. This alone makes the new model worth choosing.

Next, we compared handling. Since the old Road Glide III wasn’t available at the venue, we briefly test-rode both the new and old Street Glide III Limited models, which have handlebar-mounted fairings, to compare them.

I didn’t notice any dramatic differences, but the new model requires slightly less effort to turn the handlebars when cornering. Also, perhaps because the rear dual-wheel travel has increased, allowing for more active movement than the old model, it grips the road firmly, improving the sense of contact during turns. This enhances both the sense of security and the sporty feel.

Comparison of the old and new models on a undulating road. When the left rear wheel clears a bump, the old model (left in the photo) leans significantly with the rider, whereas the new model absorbs the impact and keeps the lean angle minimal.

The new reverse mode was remarkably easy to use.

The previous model was equipped with a heavy electric motor and reversed by pressing a button on the right-side switch box. In contrast, the new model uses the engine starter as the power source and reverses via throttle control.

A key advantage of the new model is that it can be operated while holding the handlebars with both hands. However, since there is no partial throttle setting—it operates digitally with only on/off states from a certain position—moving the throttle slightly can cause jerky movement. Once it starts moving backward, keeping the throttle open as much as possible allows for stable reverse movement.

To reverse, shift into first gear while idling and press the R (Reverse) button on the right-hand switch. While holding the clutch, downshift again to enter reverse mode. The operation instructions are displayed on the meter, so you can feel confident. Additionally, the elimination of the motor contributes to reducing unsprung weight.

It moves backward with a whirring sound. By the way, I tried backing up manually and managed to do it, but since it weighs over 500 kg, it was quite a struggle. The reverse system is definitely a blessing.

[Summary] A unique vehicle unlike any motorcycle or car—enjoy the Harley experience with peace of mind

The view from the cockpit, the sensation of riding with the wind in your face, and the acceleration feel are all like a motorcycle, yet it offers the stability of never worrying about falling over. Turning by steering without leaning is just like a car. I realized that trikes, while sitting somewhere between motorcycles and cars, are a category with a unique charm that belongs to neither.

And Harley-Davidson’s genuine trikes, starting with their unique engine, directly embody the Harley-Davidson worldview of wildness and freedom. It does require a bit of skill, and the price range is high enough to buy a decent car, but I highly recommend it to anyone who wants to enjoy the unique Harley-Davidson experience with peace of mind and immerse themselves in a feeling you can never get from a car.

[Parts Overview] Packed with luxurious features and improved usability

The Shark Nose fairing, an icon of the Road Glide series, has been redesigned for the 2026 model year to match the aerodynamic design of the current Road Glide. This is paired with a short-type smoked windscreen and fog lights.

Newly adopted are cast aluminum wheels in gloss black with a machined finish. The bike is equipped with 49mm dual-bending fork and 4-piston calipers.It features a comprehensive suite of electronically controlled brakes, including ELB (Electronic Brake Force Distribution) for optimizing front-to-rear distribution, as well as C-ELB and C-ABS, which detect lateral G-forces.

The rear wheel features exposed Lagunat spokes, inspired by hot rods. The rear tire is a Dunlop TK100, a size (215/45R18 83T) commonly used on four-wheel sedans and minivans.

The parking brake is located behind the left footboard. It can be engaged or disengaged by pressing it, and its status can be checked on the instrument panel.

The rear preload adjuster has been moved from under the old-style rear seat to under the left passenger footboard. It is now easy to adjust.

The rear trunk offers a generous 60L capacity. It opens to the left, features a wide opening, and includes a latch. It easily accommodates a full-face helmet.

Newly equipped with a massive 312 mm touchscreen TFT display. The integrated H-D audio system built into the fairing delivers crystal-clear sound.

It features a wealth of functions, including cruise control and audio controls, with numerous handlebar switches. On the right side are mode selection and the R switch for reverse.

Road Glide III [2026] Key Specifications

・Overall Length × Width × Height: 2615 × 1460 × — mm
・Wheelbase: 1720 mm
・Seat Height: 710 mm
・Curb Weight: 537 kg
・Engine: Air/water-cooled 4-stroke V-twin OHV 4-valve, 1923 cc
・Maximum power: 106 PS / 5020 rpm
・Maximum torque: 17.34 kg-m / 3500 rpm
・Fuel tank capacity: 22.7 L
・Transmission: 6-speed return shift
・Brakes: F = Wet disc, R = Disc
・Tires: F = 130/60B19, R = 215/45R18
・Price: From 5,535,200 yen

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