Heavy Metal

Harley’s V Rod is unique and in our view has a special place in the history of motorcycles. It fits well with the Bigbikemad ethos – we just love anything big, powerful and especially so if its touched by more than a little madness. There are of course other power cruisers out there; Yamaha’s V-Max and Ducati’s Diavel come to mind before we even get onto the likes of the Rocket III and the Honda Valkyrie. But none of these machines are Harley’s.

What makes the V-Rod so interesting is that, whereas Yamaha, Ducati and their ilk have long been comfortable with cutting edge technology and high output engines, this was HD’s first real foray into a mass produced powerful motorcycle.

Out went the huge capacity, low-output air-cooled 45 degree V twins and in came a 60 degree vee; liquid cooled, designed by Porsche and putting out (for a Harley) an astonishing max of 125bhp. Large twin discs went up front to slow the beast, and the designers experimented with mass centralisation by putting the tank under the seat.

The bike feels like no Harley either; sure, it has the same cruiser riding position, with feet well forward. But this baby revs to 9,000 RPM and is SMOOTH while doing it. It doesn’t shake your fillings out, nor does it leave you playing catch up at traffic-light GP’s. But the sublime music of a tuned up V-Twin remains; a wonderful growl that rises to a snarl as the 1130 or 1250cc engine passes the normal territory for the marque and heads upwards into the stratosphere. Sure aint like any Harley we’ve ever ridden, that’s for sure, and Harley traditionalist agree – they hate it.

But, while we’re not died-in-the-denim Harley fans, we like it. The V-Rod is hard as a trainload of Terminators; tinned testosterone on two wheels. If it was a meal it would be a triple Big Mac with double cheese, jalapenos, and three thick shakes; if there could be a musical equivalent it would be ZZ Top’s baseline played at concert volume. Subtle it ain’t, redneck it may be, but a whole load of fun it is for a certainty.

To see how we turned a dowdy 2002 model into a zingy new V Rod (see right >) and check out our V Rod project page.

The original VRSC V Rod had an 1130c 60 degree water-cooled engine (69 cubic inches in old money) based on the company’s 1000 sportsbike (the VR1000), which had been developed with Porsche. The engine was named, appropriately the ‘Revolution’ engine, which in engineering terms it certainly was for Harley.

The bike’s mill was an oversquare 8 valve, DOHC unit, running at 11.3:1 compression, kicking out 115bhp at the crank (more than an early Fireblade). It was fitted with balancer shaft and rubber mounts to cut vibes. In 2008 capacity went up to 1250cc and power was increased to 125bhp and a slipper clutch was added. Transmission for all models is via a five speed box with power delivered to the back wheel via a toothed belt.

The V Rod had a 4 year gestation period – check out the story by clicking the image to go to video. Pic: Harley DavidsonThe V Rod had a 4 year gestation period – check out the story by clicking the image to go to video. Pic: Harley Davidson The first V Rods featured chunky upside down 49 mm forks and a 180 mm rear tire, with solid disc wheels. Fuel capacity at just 14 litres (about 3 gallons) was tiny and the mishapen plastic tank was squished into the nooks and crannies under the seat. Brembo front brakes came along in 2006 (though the brakes on earlier models were good) and a massive 240 section rear tyre and 5 gallon tank in 2007. ABS arrived in 2008.

Overall design took its inspiration from drag and custom (VRSC stands for V-Twin Racing Street Custom), with a raked out front fork and a long, low profile resulting in a 67.5 inch wheelbase. It was an immediate sensation when launched as nothing else looked like it; the late Kevin Ash called it ‘ the most dramatic-looking new motorcycle since Suzuki’s Katana 1100 in 1981′. Various versions have been built including the Night Rod, Street Rod, Screamin’ Eagle, and V-Rod Muscle.

The frame

Part of the design brief for the V Rod was to create a frame that was a work of art as well as of engineering. This led to an external frame design with pipes bent into radical shapes using an innovative technique involving ultra high pressure water – the only way to get steel into the necessary form without creasing. It remains a key visual element of the bike. Unfortunately its limitations are also one of its weaknesses; not only does the old fashioned cradle design reduce ground clearance, it also adds weight. Making the engine a stressed part of the design could easily have avoided this.

Suspension and braking

Suspension is pretty basic – fairly soft double shocks at the rear and a front that, while blessed with a beefy forks, is nonadjustable, weakly sprung and under-damped. Most people fit Progressive springs to the front and Progressive 440’s to the rear. The brakes however are good; dual 292 mm disc brakes up front, grabbed by four-piston calipers do a good job of hauling the beast down from speed although feel is a bit wooden. ABS was a welcome addition on the more modern bikes.

Most people fit Progressive ShocksMost people fit Progressive Shocks Equipment

On a bike designed to look lean and focused (think ‘Drag Strip’) you wouldn’t expect much in the way of fripperies, and you’d be right. Instruments are a trio of gauges – Speedo, rev counter and fuel gauge. There’s a built in theft alarm and a fuel waning light. Strangely for a water-cooled engine there’s no temperature gauge. You do get two self cancelling turn signal switched though – an arrangement not entirely dissimilar to the one on older BMW’s.

Looks and Performance

Of one thing there is no doubt. The bike truly is a work of art – indeed it’s absolutely beautiful; form intertwining the function is a way that most engineers dream of yet rarely achieve. From the sinuous frame that snakes around the engine to the drop dead gorgeous paint finish, it’s a gem. The big V engine is right there as the visible heart of the bike, also serving to maintain brand identity.

On paper 115 bhp sounds respectable, but with the bikes 290 kg weight acceleration is rapid rather than epic.Having said that, it’s faster than any other Harley and its 0-60 time of around 4 seconds means it will pretty much always be ahead of 4 wheeled traffic. Top speed is a respectable 140mph. Not long ago those sort of figures were reserved for superbikes. Having that capability on a cruiser was very new in 2002, and it still rocks today.

The Ride

The first thing that strikes you when you set aboard the V Rod is that it’s very low (just 26 inches at the seat) and your feet are a long way forward. You sit in a classic cruise pose, but it’s actually quite comfy. Controls are positive and the beastie feels easy going and non-threatening.No problems with low speed maneuvers.

Fire it up and you’re rewarded with a lovely thudding growl, Ahh – wonderful. Get going though and the engine proves to be a bit of an oddity – there’s surprisingly little torque low down and a revvy V Twin – which this definitely is – just doesn’t feel quite right.

Mind you; when you do twist the throttle beyond 5,000 rpm the bike surges forward, the growl turning into a lovely metallic roar. It moves very quickly., though not as fast as the 200mph quarter mile terminals achieved from the real drag bike version. Double Ton from a Harley? Yup, you read that right. There’s a lot of potential in this here engine… Even in this saner version, surging overtakes are huge, huge fun. It’s a visceral, elemental riding experience that is as close to the holy core of mad, mad motorcycling as you can possibly get.

Handling is a bit of a mixed bag, and the main culprit is the frame. The front wheel is so far raked out that the bars feel floppy and the front wheel remote. It’s not a good feeling. Cornering on the 180 tyre is surprisingly nimble, but the 240 section bikes struggle as the whole mass rolls around on the rotund rubber.

Meanwhile the bike pitches forward and back. OEM rear shocks are poor; under-sprung and under-damped like the front, leading to a choppy ride that often bottoms out especially 2-up. Mentioning 2 up – the standard pillion seat is so small most people replace it with the far more luxurious Sundowner. Unless your other half is a midget you’ll also have to extend the foot pegs.

Original pillion seat on the right, more comfy after- market on left.Original pillion seat on the right, more comfy after- market on left. Living with it …and prices

Not surprisingly the bike is happiest on fast sweepers, but it’s surprisingly stable and pretty nimble around town. A modest screen allows extended motorway use hour after hour with no problems. Sharp bends with bumpy surface however quickly lead to metal on tarmac noises, particularly the tendency of the bike to ground in right handers when carrying a passenger. Not nice, though the fault is corrected on later models with more up-swept exhausts and can be rectified by exhaust choice on earlier ones.

Reliability is good, although there are some bugbears, not least the security system which can refuse to recognise commands. Nevertheless you shouldn’t have too many mechanical issues.

One of your main problems is likely to be range. The tiny fuel tank on the early bikes gives a maximum range of around 100 miles – with the fuel gauge warning coming on at just 70. Later bikes with the larger tank fare better but fuel gauge problems can still arise.Then again its not a bike built for touring…

The V-Rod is rare-ish and holds its value well like most Harley’s. Expect to pay at least £7k for a good early model and up to £17K for a new ‘un depending on how greedy you are with the accessories catalogue.

False tank conceals airbox and batteryFalse tank conceals airbox and battery

Verdict

The V Rod is like the curate’s egg – good in parts. In fact it’s the variability in quality that is the fatal flaw in the bike. Some bits are brilliant (like the noise, the clever panel removal system that needs no tools or the crud shield on the radiator) and some are plain daft – like the mixture of metric and imperial sockets on different parts of the same fittings. Lack of a water temperature gauge is also a bit bizarre.

Worst of all the parts almost fight each other; the biggest battle being between the engine and the frame; the engine wants to party, but the frame would rather stay at home with a quiet cup of tea. Riding it is like taking both your girlfriend and your ex out at the same time. You have to er, work at it…

Despite the niggles though, we loved it. Sure, it’s flawed genius, but it does get right to the heart of what motorcycling is about. The feelgood factor of seeing something so wonderfully crazy in your garage is way out; the cool laid back riding posture, the fabulous growly engine and the great fun of embarrassing sports bike riders at traffic lights who think you’re on an ordinary cruiser is also great. The V rod is like an eccentric best mate. Not entirely predictable, but you wouldn’t want to be without them.

The V -Rod is essentially a great but fatally flawed hero. Occasionally brilliant, often charming but sometimes falling short; prone to drink and wild excess. If the V Rod were a car it would be a Corvette; if an actor, it would have to be Ollie Reed.

We’re glad this bike is in the world. It would be a worse place without it.