Hardly-Davidson? X350 and X500 review

Harley hasn’t had a small bike since 2021, after the demise of the Street 500. It now has two. Meet the X350 and X500 LAMS machines. Are these rebadged bikes the real deal?

The Street 500 and 750 were like gold for Harley. People wanted the badge without the big outlay and flocked to the Street party. 

Now Harley is big on small again. Moreover, the X350 is the first Harley-Davidson that costs four figures new, is made in China, displaces just 350cc and doesn’t have a V-twin. New ground for the brand then. The X500 is similar, aside from the displacement and the four figures thingy (it costs $12,750 vs $9495 for the X350).

The X range is quite different from the Street predecessors. They were cruisers with V-twins. These are more like traditional naked bikes, with more natural riding ergos, and they look sportier. There’s a hint of XR750 flat tracker in the X350. The 500 has a Harley-like rear fender but it’s hard not to see Leoncino underneath all the Harley badging. That’s because both are based on Benelli motorcycles made by the QJ group. The question then – are these Harleys sufficiently authentic to attract the learners? Or are the look and the badge enough?

Spreading its wings

Harley really cannot afford not to have a participant in the LAMs sector. The company needs to attract new players to the fold and retain them long term. The X350 sure meets the budget target too, coming in under $10k while the X500 costs $3255 more. After that, there’s quite a jump to $22,995 for the Nightster. Then again, there’s an almighty jump in performance too. 

If you’re thinking these might be junior versions of bigger Harleys, they’re just not. Unlike the former Street 500 and 750 that vaguely resembled larger machines (raked out, cruiser riding position, V twin rumble) these use parallel twins and the riding position is upright with the pegs set somewhat rearward (X350) or middle mounted (X500). They sound nothing like V-twins either. A seat height of 777mm (820mm X500) will suit folk of average height. At 182cm, we felt a bit bunched up on the X350, while the seat padding feels somewhat on the thin side for both bikes. The 500 will suit taller riders better, with a more spacious riding position. 

Between your legs is a well shaped 13.5L fuel tank (for both the Harley X350 and X500), and below that the baby X has a 353cc parallel-twin engine that makes 27kW at 9500rpm. There’s also 31Nm of torque created at 7000rpm. Gearing is really short. Fuel use is meant to average 4.95L/100km. Figures for the 500 are 35kW at 8500rpm and 46Nm at 6000, with mean fuel use of 4.8L/100km. It pulls better down low and is revving less so combusts less fuel.

X350 geared mainly for urban sorties

Setting off we’re instantly thinking that that the X350 is way undergeared – it easily pootles along in sixth at 50km/h and by 80 kays it’s spinning at over 4500rpm. At 100 you’re up around 6500rpm and 110 indicated has it at just over 7000rpm. That’s actually 100km/h in the real world. 

This accumulates speed from 100 quite well because it is up around peak torque at those revs. You can overtake by just winding on the throttle. However, a reasonable amount of clear road is required, and it runs out of puff by about 145km/h. 

The X500 is much quicker on the run, hitting 100 in just over 6sec versus 8.7 for the X350. Moreover, it sounds more interesting, important in a Harley. It’s no V-twin but it sounds a bit serious for a parallel twin.

Initially we thought the gearing a touch short on the X500 as well but after time on it we reckon it’s about right. Short yes, but not annoyingly so out of town, like on the X350. The bigger bike is doing 5000rpm at 100 and is very relaxed at that – mirrors are clearer too – while 6000rpm is 120. Like the X350, the speedo is way optimistic.

Despite the short gearing the X350 seems to rev with gay abandon. And so it actually cruises merrily enough at  110-120km/h indicated. There’s a bit of tingling but it’s never bothersome. By comparison though the X500 is way more laid back at 110, such that it is subject to speed creep. Mirror images are clearer too.

Keeping things simple 

There’s nothing much in the way of electronic gizmos on the Harley X350 and X500. No TC, not needed, no engine modes, ditto. Just up and go. With such short gearing on the X350 we suspect that commuters will select second to get underway, given we weren’t even through a green light before shifting out of first. The gearbox and clutch operation are smooth and lightweight, with neutral easy to find on both. Lever pressure is a bit firmer on the X500. 

Neither is exactly a featherweight – the X350 scales up at 195kg and the X500 is 210kg – but then what Harley is? Both actually feel light enough when you’re sitting astride them, and each points well. The X350 changes direction readily thanks to fairly upright forks, and a short trail and wheelbase. Its turning circle could be better, something that’s less of an issue with the X500. And while the steering is a bit slower in the bigger bike, it too steers just fine, changes direction handily. Both are genuinely decent through winding thoroughfares, steering eagerly and holding a line well. Ground clearance on both is great too. Each can carry lean angles of around 50 degrees, unusual for a Harley. 

As set up, suspension tended firm on both. Fortunately, each has rebound adjustment for the USD forks, and rebound and preload adjustment on the monoshock. We changed the rear rebound on the X350 which made it suitably softer, though it bottomed out on occasion, leaned over, hitting bumps midcorner. The Maxxis Supermaxx ST rubber works well in the dry. 

We softened up the front of the X500 and also the rebound adjustor on the rear which was set way too firm. It’s sited behind a removable sidecover. Ride comfort improved noticeably. The preload at the rear is adjustable by knurled knob too, which is handy. You need a spanner for the X350. Don’t remove the X500 seat unless you really have to – it is way tricky to resite with a rubber cover atop the battery.

Twin discs and adjustable suspension

We were somewhat surprised to find twin petal-style discs slowing the front wheel of the X350; most bikes of this displacement and cost have a single stopper. Moreover, both levers are span adjustable, also not that common on bikes under $10k. The X350 discs are hardly huge at 260mm and they need a fair old haul on the lever to prod them into action. That’s because the calipers are axial-mount jobbies – the X500 has radial devices. However, the X350 was relatively new and after a few hundred kays the bike was stopping much better. 

The X500 is in another league with its radial devices though. The rear brake’s not special on either but with such strong stoppers up front the X500 gives more confidence heading into corners.

A lone instrument (offset left on the X350, centred on the 500) is fairly basic with an analogue speedo, and revs and trip info in an LCD readout. We set ours to revs and left it there. There’s no gear indicator. Lights are LED units. 

The finish on both is decent, with good paint, a sweet look to the steel trellis frame and everything is tidy, enhancing the appearance of already smart bikes.

Which then? 

Regarding the X350, we wonder whether folk will go for a Harley this small, especially with its short gearing. It’s barely a Harley apart from the badges. They lapped up the mini-cruiser Street 500 but whether or not this pipsqueak Harley hits the spot with LAMS buyers is a bit of an unknown. That said, initial sales of the two have evidently been even-stevens in New Zealand and perhaps the name, the four-figure pricing, and the fun styling are enough. It will be interesting to see how it fares long term in a competitive sector, up against faster less expensive rivals such as Kawasaki’s Z400, and new arrival CFMoto 450 NK, not to mention the impressive new Triumph Speed 400 that costs less. 

However, the X500 is a different proposition, and kind of makes the X350 seem almost toy-like. Its more appropriate gearing, better brakes, more sophisticated suspension and extra grunt make it worth the difference we feel. It too is up against a host of bikes around the 500cc mark but is more up for the fight. With a bit of suspension set-up work and maybe a seat cover, this makes a solid learner bike.