New Harley-Davidson Sprint 440 tested

At the heart of the Sprint 440 sits an air/oil-cooled single-cylinder engine with a displacement of 440 cc. It produces 27 hp (20 kW) and delivers a maximum torque of 38 Nm. The long-stroke engine relies on an overhead camshaft and two valves. Harley-Davidson is thus following a simple technical concept in which the focus is not on the highest possible revs or maximum peak power. Instead, the engine is meant to deliver its power in a way that suits the bike's relaxed character.

Acoustically, it pulls this off rather convincingly. For a single of this displacement and power class, the Sprint sounds surprisingly full and present. The deep, gutsy tone gives the bike individuality and makes it instantly recognisable. Naturally, it doesn't produce the sound of a big-bore Harley V-twin - and yet the soundtrack is reminiscent of what defines the brand for many riders: an engine that isn't defined by its output figures alone.

On the road, however, it becomes clear that the long-stroke layout doesn't automatically translate into exceptionally strong pull from the bottom of the rev range. In terms of direct riding impressions, the Sprint doesn't clearly stand out from other bikes in its class here. From around 3,000 rpm the engine noticeably builds power, and at roughly 6,000 rpm the power curve already starts to flatten out again. Its comfort zone lies more at moderate speeds, but that doesn't mean the Sprint can't deliver some brisker riding pleasure. Power is transmitted through a six-speed gearbox. Fifth and sixth gear are geared longer to bring revs down at higher speeds. Final drive is via a classic chain. On top of that comes an assist clutch that reduces the effort required at the lever. That's especially welcome in city traffic, where you have to shift and stop frequently. Overall, the drivetrain remains technically straightforward and thus matches the uncomplicated core idea of the Sprint.

Visually, the Sprint 440 makes no attempt to hide its origins. Instead, it picks up familiar design elements of the brand and translates them into a smaller format. Particularly distinctive is the teardrop-shaped tank, which, together with the integrated centre console and the low-slung seat, creates a classic cruiser silhouette. The proportions look compact without the Sprint coming across as a mere scaled-down version of a larger model.

The front end also contributes to its independent look. The LED headlight sits prominently up front, while the 3.5-inch colour TFT is positioned above the handlebar. The display's position blends into the central cockpit without needlessly interrupting the lines. LED lighting is used at the rear as well. At the tail, the short fender sets a clear accent and emphasises the Sprint silhouette.

The entry-level cruiser is available in three colour options - Dark Billiard Grey, Vivid Black and Teal Thunder. Cast wheels with machined details echo the design of the engine. The engine itself is predominantly finished in black, with machined surfaces highlighting individual areas. The result is an interplay of coloured surfaces and metallic accents that makes the Sprint 440 look high-quality and elegantly understated. Depending on the colour, the overall impression changes somewhat, but the classic basic shape remains.

An important part of the Harley-Davidson concept has always been the ability to personalise your own bike. That's why accessories play a role with the Sprint too. For longer tours, options include textile saddlebags with a total of seven litres of storage and a clear windscreen. A sissy bar with backrest pad not only changes the look of the rear, but can also provide extra comfort on longer rides.

Beyond that, the ergonomics can be adapted to different body sizes. The Tallboy seat gives taller riders more room, while the Reach seat brings shorter riders closer to the handlebar and footpegs. Anyone who'd rather ride the Sprint as a purist solo bike can opt for a solo seat. Further accessories such as alternative handlebars, grips, footpegs and bar-end mirrors open up additional personalisation options. The range thus extends from practical additions for everyday use to details that let you deliberately change the bike's character.

Whether the compact concept also convinces in practice becomes apparent above all when manoeuvring and during the first few kilometres. With a wet weight of 189 kilograms, the Sprint isn't one of the lightest bikes in its class, but it's easy to handle. The low seat height of 671 millimetres contributes to that. It makes it easier to get your feet on the ground and gives less experienced riders in particular a sense of security. The narrow shape of the front section of the seat helps too: your legs don't have to splay far outwards when putting your feet down.

In city traffic, it benefits from exactly these qualities. Slow corners, narrow streets and frequent changes of direction can be tackled without much effort. When manoeuvring, the Sprint feels manageable, and when stopping you never get the feeling that you have to balance the bike. The Sprint's thoughtfully accessible attributes lower the threshold for moving the bike even in situations where space is tight.

On twisty country roads, this impression continues. The Sprint tips willingly into lean and changes direction in a pleasantly uncomplicated way. Its handling feels accessible without becoming nervous. It doesn't demand a particularly active riding style and forgives you if a corner isn't entered perfectly cleanly. That's an advantage for beginners in particular: instead of having to concentrate on the bike, more attention is left for the line, the traffic and your own learning progress. At the same time, experienced riders can have plenty of fun here too - even if the position of the footpegs offers little ground clearance and the sparks fly quickly.

The seating position supports the relaxed character. The aforementioned footpegs are mid-mounted and allow a natural posture that is deliberately more neutral than the otherwise very laid-back cruiser position. The handlebar always conveys good control over the front wheel. Combined with the low seat height, this results in an ergonomic package that doesn't just work in the car park.

When it comes to the engine, the riding impression is somewhat more sober than the sound. The hoped-for strong pull from low revs doesn't really materialise and doesn't particularly stand out compared to other bikes in this class. That doesn't mean the Sprint lacks the power to fulfil its intended purpose. Rather, you have to accept that the available reserves aren't comparable to those of more powerful machines. For everyday riding, relaxed tours on country roads and the occasional incline, however, the power is entirely sufficient. Keep the engine in its sweet spot and you can ride the Sprint fluidly and quite agilely. The engine braking is also pleasant. When you close the throttle, speed can be scrubbed off evenly. On twisty roads this supports a smooth riding style, because you don't constantly have to reach for the brake lever. Engine braking naturally doesn't replace the actual braking system, but it helps make speed easy and harmonious to modulate. Especially on a bike that isn't designed for sporty peak performance, this uncomplicated form of speed control suits the overall character well.

For the chassis, Harley-Davidson relies on a 43-millimetre upside-down fork with 133 millimetres of travel at the front. At the rear, two shocks with reservoirs do the work, with preload mechanically adjustable in seven steps. Rear travel, however, is only 76 millimetres. On good tarmac that's not a big problem, but on larger bumps or sharp-edged road damage the limits of the design naturally become more apparent. While the front, with its longer travel, offers comparatively plenty of freedom of movement, the rear has less leeway to absorb harsh hits. Anyone who often rides on bad roads should keep this compromise in mind - within its class, however, the Sprint comes with a genuinely composed chassis.

The braking system consists of a 320-millimetre disc with a two-piston caliper at the front and a 240-millimetre disc with a single-piston caliper at the rear. ABS comes as standard. The combination suits the Sprint's performance level and intended use. For tyres, Harley-Davidson fits a 100/90-19 at the front and a 150/60-ZR17 at the rear. Together with the 1,450-millimetre wheelbase and the 27.6-degree steering head angle, this results in a geometry that combines the classic cruiser look with nimble handling.

When it comes to electronics, Harley-Davidson keeps things restrained. Riding modes and traction control are not on the menu. The colour TFT displays the most important riding information, and a 5-volt USB-C port lets you charge compatible devices. The features thus focus on the functions you regularly need in everyday riding, rather than offering as many electronic options as possible.

Anyone expecting multiple riding modes, extensive connectivity or additional assistance systems will have to make compromises with the Sprint. That won't win everyone over and, especially with regard to the target group, comes across as a bold decision. The developers emphasised at the presentation: "We want to get the kids off their phones. A Cruiser doesn't need all that - just ride and enjoy!". For riders who want to experience a bike primarily through its engine, riding feel and design, the pared-back features may well suit the concept. It's important, though, not to equate simplicity with doing without basic safety.

The practical usefulness also depends on how you intend to use the bike. The limited storage space of the optional saddlebags shows that it isn't conceived as a big touring cruiser out of the box. For longer tours, it therefore comes down more to your individual setup and your own requirements.