Harley-Davidson Street Rod

When the original Harley-Davidson V-Rod VRSCA made its debut Down Under in 2001, we must admit to some premature rapture. After all, here was a bike that was entirely different from all that had come before it. Water-cooled? A claimed 113 horsepower? Milwaukee?

We weren't alone. That huge break from tradition fuelled some massive worldwide expectation. Expectation that H-D was entering a new era and that the bike would service a whole new market. A market made up of people that were looking for a little more hi-tech componentry and attitude that the air-cooled range simply didn't supply.

Well, it's fair to say that the bike didn't really attract the sorts of sales numbers that those on the bridge of the mother ship in Milwaukee would have liked. That was more down to market idiosyncrasy than poor product. The bike was (and is) a very accomplished motorcycle. Sure, the low-speed handling was fairly ordinary, but it looked grouse, went like shite out of a shanghai and offered that badge.

It's not all woe for the V-Rod. After all, the bike sold pretty well in Australia and Europe, it's just that the heartland of Stars and Stripesville didn't quite get it.

Chances are the Street Rod will address a lot of that and offer an option that will spark the sort of interest that will vindicate Harley Davidson's courageous (and wise in my book) choice to enter the brave new world of technological advancement.

WHAT THE...?
So what is the Street Rod? Well, it uses the V-Rod platform with some very significant differences, all aligned to improving performance and rider appeal. Clever when you consider those were the very areas of concern to potential VRSCA/B owners.

You get the same liquid-cooled, fuel-injected, 1130cc, DOHC Revolution 60¡V-Twin engine. This time it claims 120hp at 8250rpm (V-Rod claims 113 at the same revs). The gain is sheeted home to the new 'straight shot' pipes which H-D claims make the bike exhale better.

The big difference is to be found in the seat height (now 762mm, 660mm on the VRSCA/B). Better clearance is one of the upshots and the front suspension gets 43mm inverted forks held together by aero-cut forged aluminium triple clamps. The geometry now sees a much sportier set of figures of 30¡ rake and 110mm of trail. This has made steering quicker and more precise giving the bike a much sportier bent.

Brakes are now Brembo four-piston jobbies grabbing 300mm discs and rear suspension duties are handled by more vertically-situated twin shocks that have been revalved for a stiffer ride. Adjustment is for spring pre-load only.

The bars are flatter and the pegs are now set back in a much more sports orientation.

A huge plus is the fuel capacity increase to 19 litres. The previous 14 litre tank was a major nuisance on a trip. Seen a couple of servos while out on your Rod? You betcha...

SELECT FIRST
Whoever got the job of designing the seating position on this bike graduated with honours from the University of Sensible in Aboutbloodytime Wisconsin. Sporting, slightly forward and with your feet in the right place, the mix here is just about sport-on and I offer my congratulations.

The engine is a sweetheart, with good power evident from the bottom. What is exceptional here is the manner in which it continues to pull all the way to the 9000rpm redline. At the sorts of revs that most big twins are looking for a good lie-down, the Evolution donk is building to a crescendo of purposeful angry grunt. There is a slight step in the power at around 4000rpm, but this just serves to set the bike up for that slingshot of aggressive, horizon-melting, Gee-Whizzery. I really liked that and it will go a long way to reminding a buyer why he/she parted with the $27,995.

Just on that price, it is worth remembering that the original V-Rod was priced at $31,250 way back in 2001. Now, the cynical might say that was too much, and history would probably support such a comment, but the simple fact is that the Street Rod comes in at a healthy $3255 less than a comparable bike that was introduced four years ago. That puts it in a very healthy position in the showroom we reckon.

The gearbox is good. Not Japan-smooth, but precise nonetheless. Gearing is tall in the first two gears and, on first impressions, I had to wonder whether it was a little taller than required.

The answer came to me in a very tangible and graphic manner when pushing-on on the magnificent winding blacktop between Omeo and Anglers Rest on the Omeo Highway (it's a long, long way from a highway, but such is the idiosyncrasy of Australian road names...)

This is a piece of road that tests the very best of sports bikes and calls upon the rider to concentrate all his/her energies on the task at hand. Armco, sheer drops, rock walls... You can die here.

The Street Rod absolutely shone in this going and second and third gears were perfectly spaced to pull in and out of the 35km/h signposted stuff. Toss in that screaming rev range and the thing can lay real claims to the moniker of sports tool.

It does demand good line and corner set-up (it's still a bit of a sled at 1697mm), but once pointed in the right direction, it holds a line delightfully. Surprised? Me too.

Don't laugh, but this is one Harley that may send the across-the-frame, four-cylinder, Tupperware pilots to bed early at the post-silliness beverage stop. It is seriously well set-up for spirited tight going.

WHO'S GOING TO BUY IT?
Well, that's a very good question. It really is the bike that the V-Rod would probably like to have been, but the plan was to ease the air-cooled lads over slowly. History tells us that didn't happen anyway and, while the H-D crew won't admit it, this is a superior motorcycle to the standard Rod.

That said, it represents true improvement and innovation. Therefore, the techno-dentists may well come on board. It may be a little tough convincing sports-nuts that this is the way to go, but there are plenty of potential cruiser buyers that shy away from the more traditional offerings because they don't want to feel they 'have given up on life' as one mate of mine harshly opined.

Whatever happens, the bike deserves to sell. I applaud H-D's approach on this bike; it goes well, stops well and goes around corners better than any H-D before it. If that's enough (and it should be) to convince buyers to come on board, well, the thing's future looks rosy. We'll simply have to wait and see...

Woo-hoo...
Engine top-end that keeps on giving - Brakes hugely better - Surprising agility

What..?
Changes have lost the original V-Rod's beauty - Wheels look naff - Step in power around four grand

ENGINE
Type: Liquid-cooled, DOHC, four-valve, fuel-injected, 60¡ V-twin four-stroke
Bore x stroke: 100mm x 72mm
Displacement: 1130cc
Compression ratio: 11.3:1

TRANSMISSION
Type: Five-speed, constant mesh
Primary drive: Gear
Final drive: Belt

CHASSIS AND RUNNING GEAR
Frame type: Hydro-formed, tubular steel perimeter
Front suspension: 43mm inverted fork
Rear suspension: Dual conventional shocks
Front brakes: Dual 300mm discs with Brembo four-piston calipers
Rear brakes: Single 300mm disc with two-piston caliper

DIMENSIONS AND CAPACITIES
Weight: 280kg
Seat height: 762mm
Fuel capacity: 19lt

PERFORMANCE
Max power: 120hp at 8250rpm
Max torque: 11kg-m at 7000rpm

OTHER STUFF
Test bike supplied by: Harley-Davidson Australia
Colours: Vivid Black, Black Cherry Pearl, Rich Sunglo Blue, Mirage Orange Pearl, Yellow Pearl
Price: $27,995