For more than 25 years Harley-Davidson has been building its upmarket CVO tier of motorcycles. It all started in 1999 with the CVO FXR2, and over the decades, Custom Vehicle Operations motorcycles have been known for their exclusive features, paint, and have often debuted larger-displacement engines than the standard models. But Harley has only recently put the CVO name on a performance bagger meant to be able to tackle a trackday and show off lessons learned in MotoAmerica’s King of the Baggers race series. Last year’s Ten Best–winning CVO Road Glide ST was a step in that direction, but the 2025 CVO Road Glide RR takes the concept to a totally new level.

The Motor Company has never built a larger displacement or more powerful production model than the CVO RR. It is the first factory Harley-Davidson to feature a 131ci engine, and the result is a machine with a claimed 153 hp at 5750 rpm and 150 lb.-ft. of peak torque at 4750 rpm. But there is so much more to this bike, including a chassis designed to be as close to a copy of a KOTB racebike as is feasible for a road-legal machine, but with all the niceties of a CVO model such as a top-end stereo, and all the electronic bells and whistles.

Like Ducati’s Desmosedici and Superleggera or Honda’s RC213V-S, the CVO Road Glide RR is an ultra-exclusive machine available in a very limited run—just 131 units. It costs a whopping $110,000. We got a chance to ride the bike at The Podium Club outside of Phoenix, Arizona, back to back with a Road Glide ST to see if the bike is really as special as it appears.Screaming Eagle 131 Milwaukee-Eight EngineLet’s start by comparing the new 131 to the engine that carried the crown as the largest H-D production V-twin engine prior to this year: the High-Output 121ci engine that powers the CVO Road Glide ST. That engine has 103.5 x 117.5mm bore and stroke dimensions giving it a total displacement of 1977cc compared to the 131’s 109.5 x 114.3mm dimensions and 2153cc displacement. So each jug now exceeds a full liter (yes, the 2458cc Triumph Rocket 3 triple has similar diameter pistons, but the 131’s stroke is significantly longer). The jump in power from the unique version of the 121 in the ST to the RR is 26 hp and 5 lb.-ft. at their respective peaks.

The big improvement in horsepower doesn’t just come from cubic inches. Cylinder heads are Screamin’ Eagle Stage IV units with CNC-machined combustion chambers and ports, plus multi-angle valve seats. Intake valves measure 42mm and exhaust valves 34mm (a 2mm bump for each). High-performance SE8-550 cams offer more lift (+0.550 inch) and therefore more flow. High-performance valve lifters, valve springs, inner-camshaft bearings, and a high-volume oil pump ensure durability since the redline has been increased to 6500 rpm (the ST’s 121’s is set at 5900).

A huge 68mm throttle body sits on a CNC-machined manifold that has been precisely matched to the intake ports. A washable Screamin’ Eagle high-flow air filter is used. At the other end, a single massive (but tucked up out of the way) full-titanium 2-into-1 Akrapovič exhaust with carbon fiber heat shields is used. The system allows for the maximum flow possible while still maintaining 50-state legality for emissions and noise.

Like the HO 121, the output pulley has a 30-tooth sprocket instead of the standard Road Glide’s 32 for better acceleration. A new 7075 billet-aluminum clutch basket—originally designed for the KOTB racebikes by the factory racing team—features a Mil-Spec anodized finish. The transmission is another product of the race team’s experience; the RR uses the same Screamin’ Eagle Racing King 6 unit with backcut angles on the shift dogs and shot-peened gears and shafts.After getting warmed up with some laps around The Podium Club on an ST, we spent three 20-minute sessions on the RR. The first thing that is apparent (even though we were riding preproduction models) is that the bike is as polished and friendly as other production Road Glide models. Hit the starter and the big V-twin throbs to life instantly and settles into a smooth idle. With the mode set to Track (one of six modes and the second most aggressive) we headed out on track behind Harley-Davidson x Dynojet Factory Race Team’s KOTB captain Kyle Wyman.

Not knowing what to expect from the big 131, it took a few laps to feel the engine out and find the right gear choice for each corner. But a few things instantly stand out in terms of the powertrain: The transmission is excellent with precise shift throws and lighter action at the mid-mounted shift lever. Those extra revs make a big difference in how you ride it, letting you hang onto gears that otherwise would force you into an unwanted upshift (or downshift) at an inopportune time. The power is impressive too, with a newfound top-end that keeps pulling and pulling right up until you smack into the rev limiter. Torque is ample across the rev range, allowing you to be lazy if necessary and save a shift here and there.The electronic rider aids do a great job of keeping everything predictable in terms of effective traction control and engine-braking, allowing smooth corner entries and exits despite the massive torque on tap. We definitely anticipated that it would be a bit more of a handful.

The single most impressive thing about the 131 engine is that it doesn’t exhibit any manners that would be interpreted as being less friendly as an everyday ride. Pulling out onto the track on the pit road, or tooling around in the paddock, the engine behaves like any other Road Glide, with spot-on fueling, a smooth and predictable engine, and a seamless clutch and transmission. The only major difference is that it has a ton more performance on demand when you want it. Combined with the refinement mentioned above, it makes this engine incredibly special.Chassis ErgonomicsHeading out on the track, we were sure that the engine was going to steal the headlines, so it was a surprise that the chassis is the real showstopper. For anyone who hasn’t been following the KOTB series, watching factory Harley-Davidson teammates Wyman and James Rispoli and their competitors hustle their machines around a racetrack is amazing, appearing to defy gravity on what must be the largest roadracers ever.

So how did Harley turn the Road Glide platform into a close facsimile of a roadrace bagger? Let’s start with the suspension, because that is where this bike is transformed the most. The swingarm is the crown jewel of the chassis. Constructed in the same manner as the ones on the factory H-D KOTB racebikes—although the specifications are a bit different—it starts out as a 220-pound block of 6061 billet aluminum and is machined down to an 18-pound one-piece swingarm. It really is a thing of beauty and is a part that can’t otherwise be obtained.

Controlling the rear end are a pair of fully adjustable Screamin’ Eagle remote-reservoir Öhlins shocks that also allow ride-height adjustability. The RR is raised an additional 2 inches, which in turn increases lean angle to 36 degrees on the right and 35 on the left (a 3-degree increase compared to the ST). But almost as impressive as the swingarm is the 43mm Öhlins FGR 253 Hypersport Superbike fork. The unit is fully adjustable and features TTX25 pressurized-cartridge technology and micro-polished inner stanchions.

It doesn’t take more than a few corners to appreciate the quality of the RR’s suspension and handling. Running counterclockwise on the track you immediately get thrown into a series of esses. On the ST, it is a struggle to get the bike flicked into the apex and then even more of a challenge to snap it upright and get it over and onto the opposite apex. That isn’t a problem at all on the RR, which not only weighs 50 pounds less than the ST but has suspension that does an excellent job of damping out any wallowing and keeps the big bike on line.

A few other areas on the track provide challenges, like tight hairpins where the ST runs out of cornering clearance, and a decreasing radius corner where it was a bit of a handful getting it turned, making you reconsider going down another gear and upsetting an already slightly unsettled bike. The RR couldn’t care less in these situations. It simply goes where you point it and stays composed all the way through the corner—really impressive for such a large motorcycle. At first we had our concerns that the stock Dunlop D408/407 bias-ply tires wouldn’t be up to the task, but that proved not to be an issue. They do squirm a little bit from time to time, but they perform quite well considering that they are the stock street tires mounted on the 19-inch front and 18-inch rear cast aluminum wheels.

Harley also upgraded the braking system substantially. At a glance, the nickel-plated Brembo GP4-RX front calipers look special, and they are. Four 32mm pistons are carried in a caliper machined from a solid aluminum billet. Brembo says they are as close to a MotoGP caliper as you can get for a street application. The pair of 320mm T-Drive rotors were developed for World Superbike competition and allow a fully floating action to improve pad contact and performance. And although it is all but hidden behind the saddlebag, another Brembo four-piston caliper and 300mm disc is used at the rear. The system is managed by Harley’s Cornering Electronically Linked Brake system and Cornering ABS.

On track, the braking is a big upgrade compared to the Brembos on the ST model. Power from the front units is excellent, and there is zero deterioration in performance on repeated laps despite the task of hauling a 750-pound motorcycle down from 120 to 35 mph over and over. Communication of the front grip level through the lever under hard braking is excellent, while the rear brake is a great tool to tighten your line midcorner and definitely helps get the bike slowed more efficiently.Ergonomics are tailored specifically for sport riding. The first thing that stands out are the mid-mounted foot controls. Gone are the ST’s floorboards, replaced by conventional billet-aluminum pegs. Unlike the factory racebikes with footpeg mounts machined into the cases, the RR’s are carried on elaborate frame-mounted brackets rearset into position. The solo seat is approximately 1-inch higher than the ST’s in relation to the footpegs, affording leg room between the much higher-mounted pegs. Claimed seat height is 28.9 inches, which is about 2.3 inches higher than a standard Road Glide. The handlebar is a moto-style bar that sits on a 6-inch riser (2.2-inch taller than on a Road Glide) and has a much flatter bend, both in an effort to get the rider into a more upright riding position.

Looking at the bike in profile, the padded pommel (a word I’ve never typed before in reference to a motorcycle) stands out. This piece replicates the ones on the factory racebikes and allows the rider to hook their inner thigh/knee when leaned over (as the Road Glide doesn’t have a tall sportbike-type fuel tank) while also bracing the body under hard braking. It makes total sense and is useful but is a bit of an eyesore. We asked, and it can be easily removed. Overall, the ergonomics are not only comfortable, but after a short adjustment period enable you to ride the bike as quickly as the cornering clearance will allow. But for those who will never take this bike on a track, the seating position is still upright enough for daily cruising.Electronics Other FeaturesDespite the Road Glide RR’s trackworthy features, Harley didn’t skimp on creature comforts. Like the Road Glide, Street Glide, and CVO Road Glide ST that were all-new for 2024, the RR gets the same huge 12.3-inch Skyline OS–powered infotainment system. The system comes standard with Apple CarPlay, navigation, and a Harley-Davidson-branded Cardo Packtalk Edge wireless headset that connects to the system via Bluetooth and allows the rider to utilize their smartphone for music, calls, and messaging. The RR also debuts Harley-Davidson’s latest high-performance premium audio, Rockford Fosgate’s Stage III system. It features a pair of three-way, 6.5-inch speakers in the cockpit that are rated at 250 watts apiece and are powered by a four-channel 500-watt amplifier.

Standard hard-shell saddlebags offer 2.4 cubic feet of capacity and are lockable. Carbon fiber is used liberally throughout the RR. The side cases, fender, seat base, side covers, tank console, fork nacelle, radiator shrouds, and fairing are all made of the lightweight material. Those pieces help contribute to the claimed 50-plus-pound weight savings compared to the 838-pound (wet) standard Road Glide or Road Glide ST.

All lighting, including the headlight, taillight, and turn signals are LED units. Inside one of two cockpit storage cubbies is a 15-watt USB-C plug to power your smartphone.The Most High-Performance Harley-Davidson EverWho is this bike for? That’s actually pretty easy to answer, because the elevated price tag puts it out of reach for most of the motorcycle buying public. Limited numbers ensure that only lucky well-to-do buyers—who likely love the KOTB race series—will be able to wrap their paws around the grips on one of the 131 machines made.

But for those fortunate enough to grab one, this is the most-exclusive, largest-displaced, most-powerful, and best-handling Harley-Davidson motorcycle (since the XR1200) the company has ever made. If we’ve learned anything from The Motor Company over the past 25 years of CVO production, it’s that features and engines that debut in its upper-tier models tend to trickle down to the standard models in time. Do we think we’re going to see another Road Glide with a CNC-machined aluminum swingarm that clearly should be in a museum? No. But we can almost guarantee that the 131ci engine will filter down into other models eventually.Harley set out to build the absolute best-performing bagger it has ever had, and not only did it achieve that goal, but we’d argue that it built the best Harley-Davidson that we’ve ever ridden.2025 Harley-Davidson CVO Road Glide RR Specs