Harley-Davidson VRSCA V-Rod

21 Апр 2015 | Author: | Комментарии к записи Harley-Davidson VRSCA V-Rod отключены
Harley-Davidson VRSCA V-Rod

The Harley-Davidson VRSCA V-Rod

courtesy of Harley-Davidson Motor Co.

off, let me admit that a Beemer guy. I have worshipped at the altar of German rational long distance decent fuel economy, and torque at comparatively low RPMs. typically have just the requirement covered, albeit at the cost of high weight and handling.

The V-Rod signaled a new Harley. No more pushrod OHV no more air-cooling, carburetor, or (initially) the usual gorgeous job, instead a polished and aluminum bodywork set.

It has no big secret that Harley has with Porsche for nearly years, first with the Nova V-4 project in the ’80s, with the VR1000 Superbike in the ’90s. So when it came to provide stallions for the new power it was natural they’d seek again. The injection system from France, the ignition Italy, but a lot of the internal hard are German, such as the Mahle which have also used since the Evolution Big days of the mid ’80s.

The Revolution claims 115hp, and most have dyno-tested the V-Rod at 109 at the wheel, with 74 ft. lbs. at 7,000rpm, a figure that if would probably turn a OHV Harley mill into a Final drive is by the usual belt, which is quiet, does not produce torque as a shaft would, and they can up to 70,000 miles with adjustment.

This motor is in a frame no revolutionary. Featuring hydroformed rails, in order to wrap shape tightly around the of the engine for styling, they have removable lower to allow engine removal for such as the recommended 15,000 valve adjustment intervals.

The plastic fuel tank under the lockable, hinged and holds 3.7 gallons. While isn’t much, the bikes nearly 50 mpg on the road, and by the time you the end of the tank, you have another more on that later.

style is so part and parcel of the H-D the integration of a large capacity was made about as well as it could be. It is located behind a and aluminum-trimmed shroud that both the heat exchanger and an fan. This shroud the radiator from front flung stones, and features air designed to admit high-velocity air either side of the front to aid cooling.

Cool is how you’re to feel when you ride thing, too. When I was for a major L.A. based magazine I had the opportunity to put a few miles on a including a trip to the Superbike at Laguna Seca, near

Around town the bike very long and low, and it is. The height (with a 180 pound on board) is only 26, the wheelbase to 67.5, which is some longer than most sporting tackle. Despite the race style, emphasized by bored triple clamps the 49mm conventional fork the nominal 34 degree head to a chopperesque 38 degrees, the minimal 3.9 of trail means that the is highly stable yet tossable effort.

The only steering I noticed was at low speeds in town, you have to be on the power to avoid wide through turns. The is fairly firmly sprung and and me being the lightweight that I am, I fine for the kinds of riding the is going to be used for.

The shocks aren’t so hot. of the national publications complained how often the bikes seemingly Typically a cruiser has low static rates and soft high-speed damping, for a compliant ride, but resistance to bottoming. My quickie was to take the preload adjuster from standard position of #2, and it to the firmest setting of #6.

For someone my this is enough. But if you weigh than my 150 lbs. with heavy unsprung mass of wheel out back to control, be wise to purchase some market shocks right and that’s riding solo luggage.

Ah. but that motor! She ROCKS! approximately the same displacement as the BMW twin I owned, the V-Rod’s far sophisticated engineering produced 30 horsepower at the rear wheel. than enough to compensate for the 60 or so pounds the bike weighed to my Beemer, and twenty percent mileage besides!

Granted, it have the ground clearance or though I can certainly fondly going down one tight, little canyon road Simi Valley and Ojai, CA, the rearview mirrors of a rather piloted Honda RC51 for seven turns before the straightened out.

The motor is a travelling companion. While it not have quite the linearity of delivery of one of the Big Twins, especially idle, once at highway the impression is of absolutely smooth, power with way more to rev it out. Mind you, not recommending that any of you do this, but I was to see nearly twice the national limit (indicated) with the still pulling hard and

This was on a bike bereft of any of aerodynamic aid. It takes power to do that.

She has some The transmissions, early on, were heavy in shift action, and not quiet, though not what call clunky. The forward controls place your nearly perpendicular to the wind, I guess helps plant you the rear seat step, but it points out why my nickname for the bike, apologies to Dracula, is Vrod the

That curved, hard, single-position vinyl-covered church pew is the most miserable thing ever had to sit on in all my 25 years of motorcycling. if you’re a touring minded than catching your at Starbucks kinda guy (or gal), the HD accessories catalog has several comfortable alternatives. Let’s say that actually wanting to the smallish tank completely was not a big

Those high mounted exhausts don’t leave room for large saddlebags, and the air box that poses as a gas tank is so tank bags don’t real well either. skip the factory Screamin’ pipes, air-cleaner, and EFI re-map because in our then-testing at Los Angeles Raceway, the kitted bike was slower in the quarter mile, identical trap speeds. nice though.

Those wheels look nice in a Centerline sort of way, but do catch the crosswinds and make the less stable on the highway the wheelbase and rake would indicate. Plus they are and conspire against wheel with the relatively unsophisticated suspension. They also no clearcoat protective finish and the air of Monterey Bay tarnished them in the parking lot.

2005’s have an alloy wheel option which be both lighter and less to sidewinds. Due to the soft tire and the 65% rear weight bias and torque, rear tires quickly.

While my aging and joints appreciate a straight-legged more than the crouching bend of a sport bike, the V-Rod’s sole adjustability is a retrofit kit to move the pegs 1.5 rearward, which isn’t a It still puts pressure on tailbone due to the horrid excuse for a with your legs back pressure besides to you in place at speed. I also that I’ll part my dollars when there’s some kind of performance version available, but then an old fart.

For 2005 H-D released the Roadster with less end rake and greater lean conventionally located footpegs, suspension and brakes, even power, and a bigger gas tank. model offers improved range, performance, and handling to the sport-touring requirement.

Where this leave me? Well, as you may surmised, I was somewhat taken the VSRCA V-Rod. I think Harley did a pretty good job in to broaden their customer beyond the aging Boomers who 90% of current Big Twin owners, and it with unheard of twin performance, efficiency and style.

Harley-Davidson VRSCA V-Rod

While this style may with some residual form-follows-function design ethos I may I must admit that for a guy who had a chance to ride the fastest, and trickest bikes for a period of the V-Rod was a heckuva lot of fun.

after all, isn’t really what motorcycling is despite (my own) protestations to the

VSRCA V-Rod Specifications:

Liquid-cooled 60-degree V-twin, approx. 109 rwhp

Shim bucket valve actuation

EPA 37-city/47-hwy

Front suspension: conventional fork, no adjustments

suspension: Six-position preload

Front tire: 120/70×19 D207 Sport

Rear 180/55×18 Dunlop D207

Overall length: 93.6


Wet weight: 615 lbs.

angle (cornering): 32 degrees


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