2020 Harley-Davidson LiveWire Road Test Review

The 2020 Harley-Davidson LiveWire is the company’s charge at leading the electrification of motorcycles. Everything about this bike is built with the idea of demonstrating the potential of EV motorcycle technology, while serving as a benchmark for additional electric models currently in development by the company. This motorcycle is Harley’s commitment to a new segment of the two-wheel market, and if it predicts anything about the future, it’s something to be electrified about.

Following testing emeritus Don Canet’s first ride aboard the electric-powered Harley-Davidson, we spent several weeks diving into the LiveWire’s details. Subjecting it to hundreds of road miles, various charging methods, in-house dyno runs and measurements, and controlled performance testing at our private facility.

Of course, thumbing the starter button on the LiveWire contrasts sharply with what you’d expect from a typical Harley-Davidson. Instead of the soul-moving song and shake caused by rousing a 45-degree (or 60-degree) V-twin from its sleep, what you get is a pair of vertical light bars on each side of the 4.3-inch touchscreen TFT dashboard turning yellow to green, signifying the LiveWire is ready to rock. Once sparked, a heartbeat-like pulse from the H-D permanent-magnet electric motor is felt through the handlebars and a constant hum runs through in the background, while a subtle turn of the throttle gets the bike rolling.

Harley-Davidson achieved an impressively natural throttle connection to the rear wheel in each of its four selectable ride modes (Range, Rain, Road, and Sport, plus three customizable settings), more so than the various EV motorcycles I have tested previously. Even in Sport, the most aggressive mode, I found the throttle’s feel communicative and the power delivery manageable and intuitive for around-town use. In fact, I preferred Sport mode’s increased regenerative-braking (leading to stronger “engine-braking” feel) characteristics favorable, lessening the reliance on brake pressure to bring the LiveWire to a stop.

What the LiveWire isn’t? A motorcycle lacking in power or personality. We strapped the Harley-Davidson to our in-house Dynojet 250i dynamometer to ensure an accurate power reading, where the LiveWire recorded 92.8 hp at 9,900 rpm and 74.2 pound-feet of torque at 5,900 rpm in the Sport mode. Seen in the dyno charts are steep curves, shining light on the near instantaneous torque delivery and a power output that hits hard before tapering off as the motorcycle gains speed.

On the road, the electric Harley’s off-the-line acceleration and power delivery are addicting, helping it easily zip through Southern California’s urban traffic in a stealthy manner, with a lot of performance left in reserve. Recorded with a Vbox datalogger at our testing facility, the LiveWire clocked an 11.54-second, 110-mph quarter-mile run. What’s most impressive is its ripping 3.1-second 0-to-60 time—that’s a tick faster than the 2020 BMW S 1000 RR open-class superbike we tested last summer! And its performance is easily repeatable too. Without the hassle of a gearbox, clutch work, or throttle finesse, the electric Harley makes consistency a staple in its performance.

So does the chassis. Full kudos to the LiveWire’s well-balanced and predictable handling. Tipping the CW scales at a ready-to-ride 544 pounds, this isn’t the lightest motorcycle on the block, but it carries its weight well and uses it to confidently plant itself in corners. A comfortable, yet semi-aggressive footpeg position allows you to muscle the bike underneath you, while a motocross-style broad handlebar means a relaxed reach and leverage for upper-body inputs. Good thing, because hanging on to this EV motorcycle while it howls under acceleration is no joke.

Feedback from the Showa suspension and the co-branded Harley-Davidson/Michelin Scorcher tire’s contact patches is superb, and even if the ride is on the firm end of the spectrum, grip, stability, and confidence levels are high. It comes in handy shredding the occasional back road or making the most of a freeway on-ramp. In fact, overall handling characteristics are on par with recently tested sport standards, but the consistency of the EV platform lends itself to an ultra-predictable ride that is hard to replicate with traditional throttle and clutch. Every input equals the same result, every time.

Of course, performance is only as good as long as it lasts. And in the case of the LiveWire, that’s the range of its 15.5kWh lithium-ion battery cells, or Rechargeable Energy Storage System (RESS). We systematically tested battery consumption in each riding mode on an identical 48-mile loop to which we lapped on the Zero Motorcycles SR/F. The lap includes a blend of 18 highway miles, stop-and-go city streets, a stretch of the Pacifc Coast Highway, and a canyon road to reflect real-world riding. Average consumption on the lap was 48 percent, or one percent per mile.

Harley-Davidson dressed the LiveWire with DC Fast Charging equipment capable of completing a full charge in one hour. Quick stuff. In southern Orange County, California—a spot you’d think of as a mecca for electric vehicles—DCFC locations are well-spaced apart. Hold tight, however, as ChargePoint, the largest EV charging network in North America, suggests that it is currently adding an average of 2,000 charging locations per month nationally. Harley was clearly betting on the future that will see widespread fast charging available.

But Harley’s target wasn’t to make the LiveWire a motorcycle to tour on, but one with capability of riding to and from semi-local destinations on a single charge, then rejuicing overnight or while parked. For this reason, an additional Level 1 charging cable comes with the LiveWire and is easily stowed underneath the seat. It plugs into a 120-volt household outlet, completing a full charge in roughly 12 hours and capable of significantly rejuvenating the battery during the eight-hour workday. Likewise, the J1772 input plug, also known as the “J plug,” allows the LiveWire to be plugged into the commonly found Level 2 charging stations, but comes with the catch of only charging at the slower Level 1 rate. While charging, the H-D smartphone app communicates the battery’s health and time to completion.

On one particular day in an effort to experience the LiveWire’s DC Fast Charging process, I headed to a local charging station, arriving with a mere 5 percent battery life remaining. To my misfortune, the station was undergoing service and unable to top the H-D off with Edison. The biggest issue? The closest DCFC station was 5 miles away. I had 6 miles of battery life.

With extreme carefulness to not burn unnecessary charge, I tiptoed to the charging station, passing by multiple traditional gasoline stations and rolling into the parking lot running on fumes…cough, sparks…with zero percent left to use and 113.6 miles on the trip odometer. Two transactions (a predetermined limit shut the charger off at 45 minutes), 58 minutes of combined charge time, and a combined $13.15 later, and I was ready to burn back to the office. For reference, the same cost would have been equal to 3.7 gallons of premium fuel in today’s average gas prices of California. In the five weeks and hundreds of miles we tested the LiveWire, we always remained conscious of range. Perhaps as an owner who has a set pattern of use and deeper sense of remaining battery capacity, plus knowing where/when charging can take place, we’d get more comfortable. As it is, range was always on our mind, but utility as a daily rider for most of our typical use worked out fine given the typical 100 miles available and that most times when parked we could charge the bike.

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There is no “warm-up,” no “tune-up,” and no engine sounds, save for the intentional turbine-like gear whine from the longitudinally mounted motor. Maintenance is very much simplified versus an IC bike. While there is a coolant system for the LiveWire powerplant, and the coolant is replaced every 50,000 miles, the lubricant for the bevel gears connecting the electric motor and the belt pulley have a 40,000-mile change interval. The rest is similar to a conventional motorcycle.

The more you ride the LiveWire, the more you enjoy and appreciate it for what it is. Great ergonomics, a lot of fun, and gobs of usable, instant power to crush nearly any automobile off the line. It’s also beautifully finished, as you would expect of a company that has tirelessly dedicated more than 100 years to building premium motorcycles. It’s not, however, a motorcycle built to aimlessly explore back roads, and you should check the availability of charging stations twice before setting out for a journey. As a commuter or around-town transportation the LiveWire is highly competent and can provide serious riding euphoria. That euphoria and urban-riding competence comes at a $30,149 as-tested price. When you look at motorcycles available at that price or even half that, the case for broad consumer acceptance of the LiveWire is hard to envision. It is but a first step in Harley-Davidson’s efforts to electrify motorcycling; it is beautifully produced and an excellent motorcycle that happens to be electric. We hope to spend longer-term test miles with a LiveWire and look forward to the next steps as the electric lineup expands.

CW Measured Performance