The Harley-Davidson Revolution … V-ROD

3 Фев 2015 | Author: | Комментарии к записи The Harley-Davidson Revolution … V-ROD отключены
Harley-Davidson VRSCA V-Rod

Harley-Davidson Revolution … VRSCA

© Winding Roads Motorcycle and the author

The current crop of motorcycles are all powered by an engine has its roots firmly planted in the   Sure it looks and runs different than it’s but essentially it is still the same 45є OHV that powered the 1936 EL   Harley-Davidson has done a magnificent job of and updating that old engine to pace with advancing

  The Evolution and Twin-cam engines are a to the prowess of their engineers, and desire to stay true to the of the Harley faithful who want the engine … only better.

The has changed significantly since and the old must make way for the new.   old v-twin is incapable of meeting the standards that motorcyclists and new, more stringent standards that are being on all gas powered, internal combustion   If Harley had not come up with a new design for their bikes would have been from much of the world by and eventually even in the US and Canada.

  sensed this dilemma and with Porsche to help in the of a new engine.  

The VR1000 Superbike engine provided the cornerstone for of the new Harley-Davidson engine, called the   The Revolution engine is still a … that’s where the similarities the old OHV v-twin end.   The new engine is an 60є v-twin sporting 4 valves/cylinder, overhead cams, liquid and fuel injection.   It revs to rpm and produces 115 hp.

  Not bad … not bad at all!

I had the opportunity to spend a hours with a V-ROD the Mid-Atlantic coasts unusual 70є in early December 2001. The is technically referred to as the VRSCA by the company.   ‘V’ — v-twin, ‘R’ racing, ‘S’ — street, ‘C’ custom and ‘A’ — the first   It is more commonly called the Visually the Vrod is stunning.

  My ride is a 1997 Yamaha so I’m used to over-the-edge … in your motorcycles.   The V-ROD is “in your and most people either it, or they don’t.   I like it.

It has of the most outrageous engineering I ever seen … and it’s a   The use of light weight materials is   The over all look is somewhat and yet it is obviously a machine.

  I’ll bet will be riding one in his next flick.    

The engine is cradled by a modified tube frame, but it is also by the frame.   The frame tubes and arc around the engine so that it some sort of Mad Max work of   The faux tank and fenders are thin brushed aluminum.

  The pipes bend and arc together and curve up into an over-n-under at the rear axle.

The front end has 2   The neck is 34є and the forks are kicked out 4 degrees.   This configuration the V-ROD a chopperesque appearance of the extended front ends in the 1960s.

  The headlight is recessed the upper fork tubes and is to flatter the rake of the front

The controls are typical Harley and my beef is the turn signal   I prefer a single switch on the hand grip instead of one on each grip.   At least are self-canceling, a feature first on the Yamaha XS750 triple in  

The instrument cluster is on the rear handlebar riser.   The instruments are in an elliptical housing with the centered.   On the left is the tach and on the is a fuel gauge.

  Idiot are sprinkled on the face of the speedometer low fuel, oil pressure, turn and neutral.

Since I am a V-MAX pilot I admit I was eager to give the a good workout to see how it does.   The I rode was slightly hopped up the addition of Screamin’ Eagle KN air filter and an upgraded fuel control box.

When I the starter and the engine came to it sounded much different the run-of-the-mill Harley.   Gone was the “potato, potato” syncopated of the OHV twin.   The new engine had a character and a of it’s own.

  The engine produced a throaty, authoritative but it was steadier.   The only other v-twin I have ever was the, now extinct, Excelsior Super-X and I could not make a   The V-ROD sound is unique and cool.

The ergonomics are typical style feet forward.   The foot pegs and controls no problem for my 6’3” frame.   The action doesn’t require the of … and the action is positive and   Kicking the shifter into produces a light clunk a slight lurch forward assures a positive shift.   the clutch and giving some doesn’t produce a smooth off.

  The V-ROD is geared a little and the bike launches forward in and starts.   Drive snatch is noticeable and doesn’t settle until well under   Shifting through the gears is and a pleasant experience.   The real is grabbing a handful of throttle in the powerband and holding on for dear

  This bike has excellent all the way to it’s 9,000 rpm redline.   The I rode had over 500 miles on it so a visit to Mr. Redline was not harmful.

  I was of standard break-in procedures so I the engine in it’s happy mid-range, most of the time and the throttle.

As long as the bike was on the it felt great, light and planted.   In the curves the V-ROD skittish and unable to hold a without moderate effort on the of the rider.  

When the time to stop I gave the rear a tap.   I was pleasantly surprised by an reduction in speed.   A slight on the front brake brought the to a stop in no time with a of effort and a great deal of

  I can still recall the days bringing my old ’73 Sportster XLH to a stop was more dicey!  

Overall, I like the V-ROD.   It has a lot of with the V-MAX.   Both a fake fuel tank, is actually a cover over the   Both have the fuel under the seat.   On the V-ROD the is accessed by turning the ignition key to the position and lifting from the side.

  The passenger strap to cover the split between the and pillion seats and must be to the rear.  

The passenger accommodations are and will probably not appeal to back seaters.   The passengers pegs are mounted on the swing arm and give the pillion a good leg on bumpy surfaces.   The rear itself is a small padded barely large enough for a child.  

They also are close in specs.   The V-ROD is longer, by 5”, and the bike is heavier, by 15 than the V-MAX.

The dyno showed the V-RODs power.   The V-ROD produced 98 hp.   The addition of the Eagle pipes and the requisite upped that to 108 hp.

  Not quite up to my 115 hp, but an excellent showing.   The OHV engined usually put out around 65 hp in stock

At $16,999 MSRP the V-ROD is not the expensive Harley, nor is it the least   Harley dealers routinely their bikes at whatever the will bear.   A dealer in New advertised a V-ROD for $32,000, the DC metro dealers are

$22,000.   I read the first years is already sold out, so doesn’t seem to be an issue this bike.  

Whenever produces something new it is big news.   is especially true in North where the Harley-Davidson name is so and the mystique so ingrained.   The V-ROD may well be the standard bearer for well into the future.

  bet the V-ROD VRSCA Revolution on as long as the old EL OHV Knucklehead did.


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