Test drive Harley-DavidsonVRSCD Night-Rod, SuzukiIntruder M 1800 R

Harley-Davidson Night Rod Special - Brief Review

Harley-Davidson Night Rod Special The
Harley-Davidson Night Rod Special motorcycle is distinguished by its attractive design, which is emphasized by lightweight cast wheels, a rear cone-shaped fairing, and slightly modified steering wheel geometry. The appearance of this muscle cruiser expresses aggression and readiness to conquer long distances.

The suspension of the Harley-Davidson Night Rod Special motorcycle is represented by USD front forks and a rear shock absorber with rebound adjustment. The Revolution's V-twin powertrain provides the traction you need for quick acceleration and a confident ride. Its direct-flow exhaust system is equipped with twin polished mufflers with thermal shields.

The Harley-Davidson Night Rod Special features an updated clutch lever that makes shifting easier through the five-speed transmission. The safety of the motorbike is ensured by the anti-lock braking system and the proprietary Smart Security System. Its disc brakes provide precise operation, providing increased maneuverability and stability.

2015 Harley-Davidson Night Rod Special Review

The pinnacle of street performance from HD.

The 2015 Harley-Davidson Night Rod Special is one of the coolest and most powerful stock cruisers from the manufacturer today. It has 111 Newton-meters of torque and 107.6 horsepower at the rear wheel, and the engine of the motorcycle is a four-valve V-twin with two overhead camshafts, liquid cooling and a 60-degree camber angle. Almost any other cruiser can handle it in a straight line, regardless of engine size. Which is not surprising, since Rod is related to the HD Screamin' Eagle Vance & Hines Pro Stock race car. The resemblance is only superficial, but the Night Rod definitely looks cool on the street. After all, such a two-cylinder V-twin engine from Porsche and Harley-Davidson is bound to impress with power.

The Night Rod looks elegant and imposing, from the narrow front end, standard 120-series front tire, to the tightly packed engine bay, under-seat gas tank and 240-series rear tire. With a 1,792mm wheelbase, the motorcycle is quite long, but there are longer cruisers. However, the Night Rod takes some getting used to while driving because of its long wheelbase combined with the wide rear tire.

At first, it is difficult to maneuver a motorcycle in a parking lot and make sharp turns in the city due to the width of the rear tire and its contact area with the ground. But it doesn’t take much time to get used to it and then the driver no longer remembers this feature of the Night Rod Special.

The Night Rod's liquid-cooled engine is a stunning unit. The motorcycle's transmission features a racing slipper clutch.

At 675mm, seat height isn't the lowest seat in the Harley-Davidson range, but with 19 liters of petrol in the tank under the seat, the Night Rod definitely has a better center of gravity than other Harleys with a traditional fuel tank. The low center of gravity partly compensates for the bike's sluggishness due to the wide rear tire.

With all the fluids, the Night Rod weighs 302 kilograms, which is a lot and cannot but burden the small travel of the rear shock absorbers. It is 73 millimeters, which is larger than some other Harleys, but still not enough for sufficient riding comfort. Again, a wheel with a wide tire adds unsprung weight, which negatively affects ride quality.

Cornering isn't the Night Rod's strong suit, but it's like the bike says, "Hey, I have a drag racing bike in my family!"

The driving position is another problematic aspect of the Rod. The forward-mounted footpegs and drag racing handlebars are an awkward combination. Yes, the motorcycle undoubtedly has a cool engine, excellent throttle response and speed characteristics that sometimes don’t let the smile leave your face, but just the thought that you have to sit behind the wheel for a long time with such a position already makes your lower back hurt. Still, a cruiser should be more comfortable and versatile.

However, the position of the handlebars and footpegs can be changed, so perhaps many will be able to adjust the driving position to suit themselves, and this will not be such a big problem.

Overall, if you can live with the riding position, short shock travel, and handling characteristics of the extra-wide rear tire, the Night Rod Special is an incredibly cool, fast, and good-looking bike that's second only to the V-Rod Muscle in performance.

Dual disc front brakes with Brembo calipers and ABS provide excellent stopping power. Pay attention to the matte black engine, exhaust pipe, frame and fork - very beautiful. However, the rear cylinder and exhaust system will warm the driver’s right foot quite a bit.

Specifications

For the Harley Davidson company, the development of the V-Rod line was a new experience. Some controversial solutions were used in the design, but overall it turned out to be very successful and balanced. If desired, the owner can always customize the bike to suit himself, having received a unique Harley-Davidson V Rod Custom, if the money is enough.

Engine

Innovative for its time, the overhead V-twin Revolution is liquid-cooled, the cylinder angle is 60 degrees instead of the classic 45. Depending on the version, it produces up to 125 hp. and 117 Nm of torque. The engine loves high revs, which distinguishes it from the engines of most cruisers.

Transmission

The classic 5-speed gearbox, and the absence of a sixth gear is noticeable at high speed. Torque is transmitted to the rear wheel via a belt drive, which perfectly minimizes power loss compared to a cardan and has a longer service life than a chain.

Chassis and brakes

The bike has a stamped steel frame assembled from individual elements, which makes customization easier. Suspensions depend on the version, and vary from conventional to progressive Showa. The brakes on the first generations are not effective enough - given the incredible dynamics, they do not correspond to the technical characteristics of the engine. But on later generations they were modernized and improved.

Electronics

There are no auxiliary systems, with the exception of ABS (from 2006 as an additional option). The on-board electrical network is extremely reliable.

Weight and dimensions

The low seat height and low center of gravity make the bike very easy to ride. The weight depends on the modification, and ranges from 281 to 307 kg without taking into account possible tuning - with it the weight of the Harley Davidson V Rod Custom can differ either up or down.

Controllability

The power cruiser has excellent directional stability thanks to the fork angle and wide rear wheel. For the same reason, its maneuverability at low speed can only be called tolerable, which corresponds to the characteristics of this class of motorcycle.

Fuel consumption

When riding quietly, the bike consumes 5-5.5 liters of gasoline per 100 km. If you drive aggressively, the figure can double. A similar result can be achieved when driving at maximum speed on the highway.

VRSCDX Night Rod Special 2008

The Harley-Davidson VRSCDX Night Rod Special 2008 motorcycle differs from the base model mainly in its finishing: the engine, wheels, frame and many other elements are painted black. In addition, it has a unique muffler shape and a round headlight instead of an oval one. Features of Harley-Davidson VRSCDX Night Rod Special 2008: New 1250 cc liquid-cooled Revolution V-Twin engine Power 125 hp. at 8250 rpm New clutch lever with easier gear shifting Optional ABS system Black engine paint (powder-coated engine with highlighted fins and black covers) Original exhaust system (Brushed Straight-shot Dual exhaust with black end caps and exhaust covers) 240 -mm rear tire Black rear view mirrors, rear shock absorber and controls Black frame Round headlight instead of oval Black 18 and 19 inch wheels with orange lining Original color scheme Seat height 640mm Optional - installation of Smart Security System

Material details

• Model VRSCDX/A Night Rod Special 2008
• Brand Harley-Davidson
• Country of origin USA
• Model year 2008
• Motorcycle class Cruiser
• Engine type Harley-Davidson Revolution, 60° V-Twin
• Number of cylinders 2
• Number of measures 4
• Ignition / Starting Electronic / Electric starter
• Engine capacity, cm3 1,250
• Compression ratio 11.3:1
• DOHC gas distribution system
• Valves per cylinder 4
• Cooling system Liquid
• Cylinder diameter and piston stroke, mm 105 x 72
• Power, kW/hp @ rpm 90.2 / 123 @ 8,250
• Torque, Nm @ rpm 115 @ 7,000
• Carburetor (Qty x Type) Electronic Sequential Port Fuel Injection (ESPFI)
• Exhaust gas cleaning Fuel Economy7 ESPFI
• Consumption, l/100 km 5.6-7
• Fuel tank volume, l 18.9
• Main gear ratio 117/64
• 1st gear 11.752
• 2nd gear 7.898
• 3rd gear 6.322
• 4th gear 5.459
• 5th gear 4.889
• Number of gears 5
• Front suspension Fork 49mm
• Front suspension travel 102
• Rear suspension travel 102
• Front brakes Disc, 2×300mm, 4-piston caliper
• Rear brakes Disc, 1×300mm, 4-piston caliper
• Drive Belt, 72/28
• Wheelbase, mm 1,715
• Seat height, mm 668
• Ground clearance, mm 106
• Front wheels 3 x 19
• Rear wheels 8 x 18
• Front tires 120/70ZR-19 60W Dunlop Harley-DavidsonSeries
• Rear tires 240/40R-18 79V Dunlop Harley-Davidson Series
• Length, mm 2397
• Width, mm 878
• Height, mm 1155
• Fork angle, ° 34
• Front fork offset, mm 114.3
• Dry weight, kg 292
• Number of seats 2
• Generator, W 489
• Battery 12V/19Ah
• Price 835,000 rubles
• Available colors Black Denim/Vivid Black, Vivid Black/Pewter Pearl (new), Vivid Black/Mirage Orange Pearl (new)

Test drive Harley-DavidsonVRSCD Night-Rod, SuzukiIntruder M 1800 R

This test is intended to refute the opinion of some respected readers that MotoDrive has become a sports-endurance publication.

It so happened that two bikes fell into our hands, which, although they are related, cannot be called direct competitors. And it’s not even a matter of different weight, volume, power and price. It's a matter of purpose. Therefore, we will continue the tradition of understanding the essence of motorcycles belonging to neighboring classes.

Harley Davidson VRSCDX/A Night Rod Special and Suzuki Intruder M1800R (aka Boulevard M109 in some markets) – this is the name of the test participants.

Night Rod of this modification differs from the usual one in one main feature - it is even blacker. True, there are slight differences. For example, the rider's footpegs and ignition switch are located at the front rather than under the saddle. The shape of the facings and exhaust system has been slightly changed. Otherwise, the Night Rod Special is similar to the “regular” Night Rod, which, in turn, is directly related to the acclaimed V-Rod. It has the same 1250 cc liquid-cooled V-twin injection engine, producing neither more nor less – 125 hp. at 8250 rpm. In general, Night Rod, like its less gloomy ancestor, is an explosive mixture of a dragster, roadster and classic cruiser.

The Suzuki Intruder M1800R is sometimes called a power cruiser. It is really not weak - the almost two-liter engine pleases with an impressive torque of 160 Nm, available at 3200 rpm. And the “maximum speed” of 235 km/h is also not bad, especially if you take into account the specifics of using such motorcycles.

Harley Davidson

The confrontation with Night Rod turned out like Grishkovets... While waiting for the owner of the Harley in the parking lot in front of the cafe, I was aware of the fact that there are only two such motorcycles in Ukraine so far. Moreover, the second one belongs to the owner of the AVEK concern.

The bike was heard much earlier than it was visible. For some reason, there was no doubt that it was HE who was driving - such a sound cannot be confused with anything. Soon, with a loud boom, the motorcycle came into view, and after a while it stopped next to me. And so, I stand in front of him and think: “Well? Well, here he is... Awe, where are you? Here it is – the legendary Harley Davidson Night Rod! Feel... Feel, you bastard! It’s HIM, there won’t be another!” But all sorts of emotions disappeared somewhere, leaving only the desire to personally get acquainted with the technology about which so much has been said, written and far-fetched.

The motorcycle is almost devoid of decorative elements, shiny trinkets and a thick coating of show-off. But, nevertheless, it attracts the gaze of passers-by and drivers, making it clear that this is not a toy, and it costs more than most of the “canned goods” passing by. From the leather interiors of Tuaregs, Cayennes and Prados, Night Rod received respectful and sometimes envious glances. And I must say, it was damn nice.

The silhouette of the motorcycle is squat, long and muscular, giving the impression of a beast ready to jump. The low saddle delicately embraced my butt, but behind the narrow dragster handlebar I had to reach forward, hanging slightly over the false tank. Yes, yes, a false tank. The metal trim, painted matte black, hides the air filter box and the expansion tank of the cooling system. The filler neck of the real tank is located under the driver's seat.

To start the motorcycle you need a key, very similar to a computer key. Turn it in the side lock, and that’s it - put it in your pocket. Next, to turn on the ignition, you need to turn the massive toggle switch around the lock, and only after that should you press the starter button. The bass rumble from the tuning muffler located on the right attracts attention no worse than a parade of naked beauties parading along the main street of the city.

At this moment I can’t help but make a lyrical digression. The designers from Porshe managed to create a pretty good engine for the VRSC series, called the Revolution. This is truly a revolution in the H.-D. camp, which happened in 2001 with the release of the 1150 cc V-Rod. She broke most of the stereotypes that lingered behind the American brand like a dusty old robe. To begin with, this power unit hardly vibrates... “Harley” and “does not vibrate”? It even sounds strange... In addition, the engine has efficient liquid cooling, a wet sump lubrication system (rather than a traditional oil tank), a DOHC gas distribution system and much more.

So, having squeezed the moderately tight hydraulic clutch, I engage first gear and smoothly move away to the rich bass rumble pouring from the bell of the matte black muffler. It was at this moment that my nature was filled with the feeling of my own coolness, which began to pour out from all the cracks. But, remembering that I’m at work, I throw away all emotions and focus on the subject of the test.

It was immediately felt that the specialists from Porshe had worked hard not only on the engine, but also on the gearbox. The gears are switched on very clearly, almost softly and not very loudly. I didn’t even have any problems finding neutral, although they say it’s not that easy to do. It is possible that during the operation of this motorcycle overseas, the mechanism simply got worn in. The clutch is quite informative, it does not leave a feeling of “cottoniness” and allows, by “priming”, to weigh out the thrust with pharmacy precision, making your way to a traffic light through a traffic jam.

I’ll tell you something unpleasant right away. Firstly, it’s difficult to get used to remote control when you’re not used to it. For example, to turn on the left and right turn signals, there are separate buttons located on both sides of the steering wheel. But there is no “off” button... Their blinking stops after a sharp increase in speed (like, we accelerated after a turn), or after some time has passed. With frequent lane changes, this is very annoying. Secondly, the exhaust manifold of the tuning exhaust tends to burn your right leg if, while daydreaming, you press it against the motorcycle. But it is no longer the manufacturer’s fault, but the previous owner who installed this loud miracle. Thirdly, in the only mirror placed on the left, nothing is ever visible. It always tends to fold and show only an image of the asphalt under the motorcycle, blurred by vibrations. But, apparently, this is also a tuning gadget.

Now attention! Now I’ll say something that I couldn’t even imagine before: the Night Rod Special is comfortable in the city! Before the test, I would have ridiculed anyone who voiced such a thought... Thanks to the dragster genes, this motorcycle has a narrow handlebar, and the layout itself does not favor excessive width. As a result, the bike easily passes between cars, and they, in turn, sometimes move, or simply do not make sudden movements, hearing the chopping “helicopter” sound of the exhaust. And the very attitude towards you changes radically. Even the ubiquitous taxi drivers, eager to cut off everyone and everything, refrain from such a rash act towards the rider of the Night Rod Special. Perhaps they can guess what it might cost them... Well, thanks to efficient liquid cooling and two fans, the engine does not overheat even in 35-degree heat while driving through traffic jams.

With an input dry weight of 292 kg and a fork angle of 34°, one cannot expect light handling at the output. At “near-pedestrian” speed, the motorcycle resists changing direction, although not as zealously as you’d expect. Plus, thanks to the 240-gauge rear tires and ultra-low center of gravity, maintaining balance is easy. You can roll 2-3 km/h without any difficulties. The only question is – why? At medium and high speeds, it’s also not easy to persuade a motorcycle to follow the desired trajectory if you only use the standard “method of persuasion.” Fortunately, the Night Rod Special understands countersteering perfectly: a little effort on the steering wheel and it dives into a turn like a matte black dolphin in the warm gray waves of an asphalt ocean.

Even on the S-shaped ligaments, the motorcycle does not leave the “sloppy” feeling characteristic of most cruisers. This is largely due to the rigid short-travel suspensions, in particular, the non-adjustable fork with an impressive 49 mm diameter of stays. But as soon as the smooth, freshly laid asphalt gives way to an ordinary Ukrainian road, the pros begin to turn into cons. For example, on longitudinal cracks and sagging asphalt, a motorcycle begins to live its own life. Apparently, the steel tubular frame still does not have sufficient rigidity. The usual transverse humps and potholes shake the bike quite a bit, forcing the pilot's seat to come off the heated seat and fly into the air. From the outside it looks very funny, but when your own ass does such somersaults, it somehow becomes no laughing matter. Due to the inability to transfer weight to the legs, all impacts are transmitted to the spine. After half an hour of driving like this, my back started to hurt like crazy. Gritting my teeth, I finally made it to the end of the broken road and opened the gas so that the wind would blow all obscene thoughts out from under the helmet. The speedometer needle, which had previously hung at the “cruising” 80 miles per hour (128 km/h), quickly ran to the right, swallowing division after division. After 6,000 rpm, the engine truly woke up, demonstrating the potential that Porsche engineers had invested in it. At one point, a typical cruiser turned into a dragster, forcing the pilot to grip the steering wheel tighter and rest his butt on the step behind the driver's seat. 110 mph was achieved almost instantly, after which the acceleration slowed. At 130 miles the needle stopped hesitantly. Noticing this, I bent down even more, almost squeezing myself into the false tank. A huge advantage here is the narrow and low steering wheel, which does not force you to unnaturally twist your arms to hide from the powerful oncoming air flow. With the octopus stuck to the bike, I accelerated the Night Rod Special to 140 mph before the electronic cut-off gently kicked in. Well, 225 km/h is an excellent indicator for such a motorcycle. It’s just that you won’t be able to trot for a long time at such speeds - it’s uncomfortable, and the fuel consumption becomes such that the 19-liter tank is drained in some 100-150 km. However, it is worth noting that even at a speed of “over 200” this bike does not “lighten the front end”, remaining stable and quite controllable.

They say that the brakes for the VRSC series were custom-made by specialists from Brembo. It seems to be true, because this motorcycle slows down almost as well as it accelerates. Three 4-piston calipers at first gently grab the floating discs with a diameter of 300 mm, but as soon as you put more force on the levers, the heavy machine begins to dig into the asphalt, quickly losing speed. No, the deceleration here is far from sportbike-like - you can’t argue with physics, but for its class it’s a clear candidate for a record breaker. But the very information content of the braking system leaves much to be desired, and awakens in the rider the fear of accidentally blocking the wheels. This problem can be solved in two ways: either install reinforced hoses, or choose a version with ABS.

The real pleasure was achieved on a winding section of road covered with good asphalt. Actively using counter-steering in S-shaped links, I easily shifted the Night Rod Special from one step to another. The standard Dunlop Harley-Davidson Series tires held onto the warm asphalt well, instilling a feeling of confidence. The huge contact patch of the rear tire allows you to fully open the gas where a sportbike would already have the prerequisites for highside.

But monotonous driving along the highway brings little pleasure. The exhaust sound, so “sexy” in the city, hangs on the highway on one irritating note, starting to sneak under the helmet and screw into the eardrums. In addition, a long ride without the ability to change position, periodic kicks to the spine that are not extinguished by the suspension - all this discourages good thoughts about “long-distance driving”. Such a ride can only be tolerated for the first 200 km. Then the torture begins.

Night found our team on the track, giving us the opportunity to evaluate the headlight. Despite the loud name – Night Rod, this “Harley” did not show miracles of road illumination. What else can you expect from one light bulb and a modest reflector? Yes, you can drive it comfortably at night... on the smooth American highways! But for Ukrainian realities, it is advisable to have more serious optics in order to notice a dug up road or an open hatch in time.

Suzuki

If the Night Rod Special could be called a strike cruiser, then the M1800R is a real dreadnought with a dry weight of 315 kg and an engine capacity of 1783 cm3. It is 23 kilograms heavier, 9 cm longer, and 6 cm wider than the Harley, despite the same wheelbase - 1715 mm.

There's a lot of chrome here. So much that sometimes it blinds the eyes. However, it is laid correctly, and only where it is supposed to be. Extensive hoods make the bike very impressive and noticeable.

It looks like the engineers designed this cruiser with the motto “comfortable and sporty.” A comfortable saddle, an acceptable fit, a full-fledged passenger seat - it’s convenient. Inverted fork, brake system from the GSX-R1000, huge digital tachometer - it's sporty.

My “fifth point” was comfortably placed on a wide leather “sofa”, and my brain began to compare the sensations I received with those that remained after meeting the Night Rod Special. In the case of the “American”, sometimes there was a doubt that you were riding a motorcycle, and not a ship’s torpedo, to which a steering wheel with footpegs was screwed for fun. The “Japanese” demonstrates with all its nature that the landing triangle was formed mainly for reasons of comfort.

The ignition switch was found on the left side of the motorcycle, under the driver's seat. We turn the key, press the starter button... And at that moment a real acoustic cannon turns on... Or rather, two acoustic cannons located on the starboard side. Unlike the Night Rod Special, the Intruder sounds bassier, but somehow... softer. There are no aggressive chopping notes in the voice of its exhaust.

Let's get going, let's go. The clutch here is cable driven and somewhat tighter than on the Harley. This is understandable - the engine is larger, the torque is more impressive, and therefore the springs are stiffer. You can immediately feel that the motorcycle is heavy. Very. But as soon as the feet are placed on the footrests and the wheels begin to rotate, the enormous weight ceases to burden the pilot. Suzuki has a fork angle 2° less than Harley Davidson, but the width of the front tire is not 120, but 130 mm, which eliminates the difference in steering geometry. Additionally, the Intruder is heavier and has a slightly higher center of gravity. Adding it all up, it would be logical to assume that it would handle a little worse than the Night Rod Special, but in practice the opposite is true. The reason lies in the weight distribution along the axes. The “Japanese” has a larger front wheel load in percentage terms than the “American”, so it steers a little easier. But in the city you don’t feel so at ease on the M1800R due to its larger dimensions.

The checkpoint was a little disappointing. The foot stroke is very sweeping, and switching requires some effort. In addition, neutral is expressed too clearly, so the path between first and second gear sometimes had to be made in two passes: “first-neutral” and “neutral-second”.

But I was pleased with the engine. For example, by allowing the gearbox to be used not too often due to its excellent elasticity. For its size, it responds amazingly precisely to the position of the throttle and quickly picks up speed. While accelerating, the rider simply bathes in an ocean of traction, and all this happens with almost complete absence of vibrations.

The control of the turn signals, as well as all other buttons on the remote control, are placed canonically, so you feel almost at home behind the wheel. The only thing that sometimes confuses us is the unusual placement of instruments - the speedometer on the tank, the tachometer on the steering wheel. I was also pleased with the rear visibility, which was absent as a concept on the Night Rod Special. Chrome “petals” of the mirrors that grow from the steering wheel provide complete information about what is happening behind.

Without the mystical charisma of a Harley, the Intruder caresses the eyes of passers-by with its sophistication of shape and sparkling details. As a result, its “turnover ratio” approaches that of the Night Rod Special, which is almost equal to one. That is, nine out of ten passersby turn their heads, and their gaze follows the massive silhouette of the motorcycle for a long time.

If, when changing course, you make the same movements as on a road bike, the rider may get the impression that he is trying to maneuver a KAMAZ into a turn. Fortunately, Suzuki also understands what “shifting” and “counter-steering” are, so the control problems were solved very quickly, and the bike began to dive into corners even a little more actively than the other test participant. True, it was not possible to roam around much - its footpegs are spaced wider than on a Harley, so you can hear the grinding of the metal of the “touchers” on the asphalt at very slight angles. Due to the more relaxed and, how shall I put it... “spacious” seating position, clear feedback from the motorcycle is lost in corners. There are two options here - either try to take control of the situation by hugging the tank with your knees, or relax and have fun, letting the M1800R go the way it wants.

But on an arrow-straight track that goes beyond the horizon, the Suzuki is more pleasant than the harsh “American”. Moreover, the point here is not in directional stability, but in the landing and suspension. Its inverted front fork and rear shock absorbers absorb bumps much more efficiently, and the rider's back position is such that even impacts to the spine are not perceived as painfully. We can’t say that this radically changes the situation, but, in any case, you stop thinking obscenities. In longitudinal irregularities, the motorcycle also begins to live its own life. Moreover, this manifests itself much more noticeably than on the Night Rod Special. Even a not very sophisticated and experienced motorcyclist can feel how the frame springs. We have to admit that the M1800R is still not designed for long trips, although it is easy to imagine it with panniers and a high windshield, which, in general, is not really needed due to the developed front hoods. My firm opinion that long-distance riding on a Harley is generally contraindicated can serve as consolation. Yes, and I can’t imagine him, hung with bags and suitcases, with all the richness of my imagination (apparently, the guys from Milwaukee didn’t succeed either).

Having decided to no longer pretend to be a decorous “cruiser driver,” I generously opened the gas and began to accelerate, clicking through the gears. The first hundred were reached very quickly. About 3-3.5 seconds, no more. At 140-160 I felt that this was also a completely acceptable “cruising” speed. Thanks to the massive shield above the headlight and tachometer, the rider does not flutter so much in the wind. After 160, the acceleration slowed down, but the bike quite confidently reached the second hundred. But then the battle between the engine and the wind began. The needle crossed the 210 mark and reached 220...

Having bent over even more and taking a clothespin pose, I found 230 on the speedometer... no, already 235 km/h... That's it, the ceiling! I straighten up and press the brakes. Oops! But they are rather weak! However, the rear is still okay, but you expect a lot more from the front 4-piston radial calipers and 310 mm discs. It doesn't seem like the best idea to fit brakes from a 180kg sportbike onto a 315kg power cruiser. The initial “bite” is rather indistinct, the information content is low... ABS could improve the situation, but it doesn’t. Therefore, for good deceleration, you have to press on the levers with considerable force, relying on the adhesion properties of well-heated rubber.

On the way back, when it was already dark, I noticed that the Suzuki head optics formed a more concentrated and bright beam, allowing me to feel a little calmer on the night highway.

Soon the lights of Kharkov flashed ahead, roadside cafes and gas stations illuminated with multi-colored lights stretched along the roadsides, which gave way to the light-filled streets of the never-sleeping city. On this romantic note, I realized with regret that the exciting test was over, and it was necessary to draw a mandatory conclusion.

Both motorcycles are similar in one thing - this is equipment for the soul and only for it. It is incorrect to talk about the practicality and utilitarianism of the M1800R, and it is simply stupid to mention this in relation to the Night Rod Special. Such motorcycles are chosen for evening promenades around the city, as well as for relaxing brains that have been tired during the working day. I won’t argue that it’s possible to go to Crimea for the weekend on either motorcycle. The question is different. Will you enjoy it? Maybe. But it will be absolutely incomparable with the sensations you get during long-distance driving on the same tourists - Yamaha FJR 1300 or BMW K1200LT. In the city, on a winding highway, on a straight autobahn - everywhere these motorcycles have “competitors” that are more convenient, faster, lighter and more economical. But they all remain competitors in quotation marks, because Night Rod Special and M1800R play on a different field and by different rules. People buy such bikes in the same way as suits from Versace, shoes from Gussi and gold pens from Parker.

Text: Sergey Kuznetsov

Photo: Ilya Pshenichny, Daria Tkalnikova

Harley Davidson Night Rod Special was provided for testing by Dmitry Butnik.

Suzuki Intruder M1800R was provided for testing by Konstantin Khitsenko.

Pleasant advantages of this model

The new Harley Davidson V Rod is somewhat different from previous motorcycles

The first thing that is very important for buyers is the presence of modifications. The modern V-Rod has two

Night Rod Special

This modification is distinguished by an exclusive dark color and the absence of chrome surfaces. The motorcycle has a very aggressive and intimidating appearance, as well as increased torque.

V Rod Muscle

In appearance, this is a simpler model, although compared to the Night Rod, it costs a little more. In fact, these two modifications are distinguished only by their appearance. In the Muscle version we have the opportunity to choose our own color, and we also get chrome elements as standard. The Night Rod version has neither of these, which is why it received the additional word “Special”.

Another nice feature is the presence of the ABS system. Moreover, it is available even in the simplest configuration of the V Rod model. You can also note the exclusive look and new engine.

000_moto_1211_024

“Everything is so complicated, everything is so confusing, but there’s no time to figure it out, brother...” First, the narrow streets of Sicilian towns paved with cobblestones, then a bit of the same hook-shaped highway, and then... Then, the real serpentines in the vicinity of Etna. And not perfectly licked, like Hidden Hills in California, where we tested Harley in the spring (see “Moto” No. 05–2011), but sprinkled with sand or yellowed needles... Here you need to walk not on cruisers, but on motards and street bikes drive!

And certainly not on Night Rod. The “34th” rake and the “240th” rear wheel make the device very thoughtful and “soft” in turns, and at the same time you shift gears often, like on a sportbike. On the other hand, the chassis of the device is the most rigid of all motorcycles with the H.-D. emblem, Brembo brakes, and the ergonomics are quite conducive to energetic riding - both the high position of the footpegs and the straight back. Moreover, the back is now even slightly tilted. Night Rod and the “basic” VR received (along with new plastic and wheels and a “reversal” from Muscle Rod - neither of which affected the driving performance) also received a new steering wheel. It is now moved significantly forward and slightly down, which makes the fit really comfortable. The rest of the motorcycle remained the same. With the “Japanese” sound of the engine and gearshift, instant search for “neutral”, sportbike ergonomics of the passenger seat, no “bottoms” - and devoid of any real associations with real Harleys. It's not a chopper, baby. This is a motorcycle.

I switched to Switchback with caution. If it’s so hard to walk along serpentines on VR, with its chassis, then what can we say about the old-school device? It turned out that we were afraid of teeth... Thanks to the less radical geometry and narrow rear tires, the motorcycle steered superbly, despite the weak frame, one brake disc at the front and low foot platforms (also known as “frying pans”), which grinded in turns in vain. It was Switchback that became the main character of the test session. And not only because this is the only any serious new product from H.-D. from those presented in the fall. The very idea of ​​the motorcycle is interesting: the “budget” Dyna platform was fully equipped. And the new old (it has been known for several years on CVO, the second year on “electric trains”, and now it has reached “software”, and even not to all) “103rd” engine, and the equally rapidly introduced ABS. And a complete “body kit” - including a windshield and panniers.

The Americans are positioning the device as a cruiser for every day and a “tourist” for the weekend. A sort of Road King-lite. Well, they clearly went overboard with the tourism potential. The volume of the panniers is very modest, and the passenger, although at first delighted by the plump seat cushion, after a hundred to one and a half kilometers will be upset due to the shaking of the footpegs, which are attached, as it should be in Dyna, directly to the pendulum. But these trunks, unlike the electric ones, practically do not interfere in traffic jams; a compact but very effective quick-release windshield will be appreciated by those who like to ride in open helmets; and the ergonomics... For me, being 183 cm tall, the space behind the wheel was tight, but my colleague, who is 10 cm shorter, was very comfortable. The steering wheel, which was initially intimidating by its height, turned out to be very comfortable thanks to the handles curved down, and its small width facilitates traffic jams.

Well, the limousine-like smoothness inherent in the “dunes” has not gone away. Smooth and “analogue” sensations from riding a thoroughbred old-school motorcycle. After “digital” VR, the pulsations (who said “vibrations”?) of the engine are perceived with particular warmth, and the engine itself... Compared to the “96”, the lows and mids have grown slightly, but the “highs” have become noticeably larger. As a result, at speeds up to 100, the new old motor pulls you much more vigorously than the new-generation VR unit that remains the same. Not to mention the fact that you need to switch here twice (if not three times) less often.

Soft, comfortable, lively - compared to what? Yes, at least with Softail, which is the majority in the test fleet. And the recently launched Blackline, and the good old Fat Boy Special and Heritage. Although no, not old. The 2012 “softs” (with the exception of the Blackline) have a stock 103-inch engine and ABS (from Dyna, only the Switchback has them). For comparison, I chose the Deluxe - but not because of the retro style, which just makes me sick, but because of the similar geometry and similar wheel sizes. One couldn't even dream of a better opportunity to compare two chassis head-on!

Gritting my teeth about the ergonomics - the steering wheel is too high and close, and it’s too wide for me, and the double-armed gearbox pedal takes up too much legroom - I continue along the serpentines. The road has become almost perfectly smooth, and I don't feel the stiffer rear suspension. I will feel it later, when I go down to the plain and walk along the cobblestones and pits of the city pavements. And up there, you can clearly feel the difference in the characteristics of the frames: in the Softail it is much stiffer, which allows you to go significantly faster. This is also helped by the “frying pans” located higher – and therefore less likely to scrape the asphalt in turns. The low-profile tires on the Switchback didn’t help the situation either. The forks and brakes are identical.

Vibrations? The “software” has practically none, only high-frequency tickling appears at the very “top”. The “switch” motor does not have balance shafts, but is installed in the frame on silent blocks, and therefore the soles do not feel itchy. Mid-frequency vibrations - as befits Dyna - are throughout the entire range. Is it good or bad? Personally, I perceive the Switchback as a more lively and honest motorcycle. Real old school American school, devoid of tricks hidden in the belly. And therefore I am somewhat surprised that “dunes” are much less popular here than “software”. (Although what kind of software are they? Hard and heavy!) They say it’s not cool!

I returned to the hotel along the flat (but slightly less winding) autobahn in last year's Muscle Rod. I didn’t “roll like hell,” but peacefully rolled 140. And I did it with undisguised pleasure. Compared to the Night Rod, the only difference here is that the steering wheel is lower and thicker, the saddle is higher, and even a couple of nuances that are invisible from behind the wheel - and what a difference in perception! Yes, this model is even more unique than the Knight, and even less cruiser. But it was precisely thanks to this originality and its nuances that the “muscle,” as they say, fell into the hand and caused a storm of delight. Moreover, a couple of months before the Sicilian raid, when for two weeks I carelessly drove it along Moscow avenues and embankments.

But more about this some other time.

Wheelbase

Separately, I would like to talk about the wheels of the V Rod model. From the factory, the motorcycle is sold with a 19-inch front disc and an 18-inch rear disc. Most likely, this was done more to give the appearance of the motorcycle a little brutality, since the rear tire is 240 millimeters wide. This size, by the way, allows you to feel the motorcycle better, and when riding the bike gets fairly good grip on the road. But here it’s immediately worth noting that factory tires are not suitable for racing, even at the entry level. It’s better to move around on it calmly, sometimes twisting the throttle, since it’s pointless to do this from the start - the wheel just spins and the tires wear off. This model has quite a lot of potential, but in order to fully realize it you will have to install quite expensive tires intended for racing.

Description Harley Davidson VRSCDX Night Rod Special 2011

Description of the Harley Davidson VRSCDX Night Rod Special 2011 motorcycle is in the queue for publication of the article. Announcement: Today, for almost every new motorcycle that comes into being, marketers strive to carve out their own niche. This one is a road sport, this one is a recreational enduro. But what class should we include a motorcycle that has a little bit of everything? A good bike should have a reliable engine, comfortable ergonomics and simple controls...

Harley Davidson VRSCDX Night Rod Special is a motorcycle rarely sold in Russia. Despite the fact that good models of motorcycles have a very respectable price, and the season for their use is relatively short, the motorcycle market is developing rapidly. And if you believe the words of dealers, then some models of recently released motorcycles are selling like hot cakes at the beginning of the season, and the models brought to Russia are clearly not enough to fully satisfy consumer demand.

A motorcycle has long ceased to be an alternative to a car, and the times when this equipment was bought only because there was not enough money for a full-fledged car are forgotten. Nowadays, two-wheelers can be called technological marvels in many cases, and their cost can be compared with that of prestigious cars.

Many people have started buying motorcycles for hobby purposes as riding or even collecting them has become a good pastime for many people. Many motorcycles, for example the Harley Davidson VRSCDX Night Rod Special, whose technical characteristics make it possible to call the model a prestigious brand, are in demand among both beginners and experienced motorcyclists.

Motorcycles with an engine capacity of 1250 cc. see, appeared as a result of long work of inventors who sought to create a model that was not inferior in characteristics to other versions of the motorcycle. In some cases, these models are not only not inferior, but also ahead of other motorcycles, as they have minimal fuel consumption and other excellent parameters.

Motorcycles with an engine capacity of more than 400 kb. see, which includes the Harley Davidson VRSCDX Night Rod Special - this category of motorcycles simply cannot claim the title of “motorcycle for a beginner.” On the contrary, this is already a serious technique that requires certain control of motorcycle equipment with a smaller engine capacity. Yes, she attracts more attention, she is the most beautiful, fast, interesting and there is a huge selection of models. But as power increases, the weight of the motorcycle inevitably increases. In this class you are unlikely to find motorcycles lighter than 180 kg, unless they are the latest motorcycle models.

Test drive Harley-DavidsonVRSCD Night-Rod

Harley-Davidson – there is so much magic in this name! Naturally, for us. Here in America, such goodness is a dime a dozen, but in Europe, and especially in the post-Soviet space, motorcycles of this brand are something akin to an unprecedented curiosity. We know little about them and very rarely see them on our roads. But, nevertheless, many of us have at least once said to ourselves: “I want a Harley!”

I also had this “I want!” Five years ago, when I first saw the Harley-Davidson V-Rod on the cover of one of the magazines, released for the company's centennial anniversary, my eyes sparkled, and a reverent feeling for this model arose in my soul. Who would have known that a few years later I would be lucky enough to ride a motorcycle from the V-Rod family that has grown over the past 5 years, namely the Harley-Davidson Night Rod.

At first glance, the Night Rod is almost identical to its V-Rod predecessor, with the only differences between the two being the paint and headlights. But upon closer examination, many more significant differences emerge, after studying which it becomes clear that this is a completely different motorcycle.

If the V-Rod can still be considered a cruiser, then the Night Rod already claims to be a “roadster”. Firstly, the driver’s main footrests are located directly under the seat, like on a regular “classic”. True, the manufacturer installed additional folding footrests in front, but did not place the controls on them. The steering wheel is located relatively close to the driver, so the seating position is slightly tilted forward. It’s easy to maneuver with this one in the city, and your back doesn’t ache on the freeway. Another difference: the Night Rod has reduced the fork angle, which improves handling. However, still not enough to compare with the “standard” Street Rod.

A different exhaust system and relocated driver's footrests forced the engineers to "oppress" the passenger a little. And this manifested itself in... rearranged passenger footrests. They are located noticeably higher: according to approximate measurements, 13-15 cm closer to the passenger seat than the V-Rod. Naturally, this did not improve the convenience of boarding the “second number”.

Moving from theory to practice, the first thing I noticed was the unusual arrangement of the buttons on the steering wheel. Where the starter button should be located, the right turn signal turns on, and in the place of the signal button, the left one turns on. Therefore, instead of greeting with a juicy “fa-fa!” bikers passing in the opposite direction, I only had time to wink at them with the left yellow “strobe light”. I hope that after reading these lines they will forgive me.

Speaking of greetings... The signal installed on the Night Rod is not an ordinary “beep”, but a really full-fledged “Fa-Fa!”, more reminiscent of the horn of a long-range truck. I have never encountered such a rich and pleasant sound anywhere else. So for many, this is a “trick” that can attract attention to the motorcycle.

Otherwise, the Night Rod is a motorcycle like a motorcycle, only a little different from everyone else. It stands out from the crowd of motorcycles “for self-expression”. After all, people like him can be counted on the fingers of one hand. Its style, its sound (this time from the exhaust pipe) do not resonate with anything else that I have encountered before (with the caveat that this is the first time I have encountered a Harley). At the end of the last century, Harley-Davidson often focused on the unique sound that is unique to motorcycles of its brand. At that time, this only applied to “aircraft” vehicles, because, with rare exceptions, the company did not produce other motorcycles. There were even attempts to patent this sound so that it would not be exploited by others. But, after years of litigation, she withdrew her patent application. However, this changed almost nothing, because it is very difficult to replicate the original sound of the Harley twin. True, something inside me tells me that Porsche, which created the engine for the VRSC series motorcycles, succeeded. Revolution, as this power unit is dubbed, has its own, no less outstanding sound.

It is also worth saying that since the creation of the V-rod model, Harley-Davidson has entered a new stage of its development. And the main reason for this was the new engine. Forget what you've heard about Harley-Davidson engines. Vibrations, noise, clanging and tight gearbox... Revolution is free of these shortcomings.

Therefore, in the case of the Night Rod, we can confidently say that it is in the engine that a good half of the motorcycle’s advantages are hidden. It works quite quietly, and in terms of vibration levels it will outperform many two-cylinder in-line engines, not to mention typical V-twins. In addition, it spins happily up to 9 thousand rpm. And there is plenty of traction, both at the bottom and at the top. Exactly, a roadster, not a cruiser!

Everything would be fine, but with such potential the motorcycle lacks wind protection. Judging by the power and character of the engine, the motorcycle is quite capable of overcoming the mark of 220 km/h, but already at 140 km/h the internal “limiter” under the helmet is triggered... There’s nothing you can do: if you go faster, it blows away. However, driving “over a hundred” has now become expensive (in every sense). And why? On such a motorcycle it is much more pleasant to slowly (as much as possible) “deport” around the city, pleasing your ears with the unpatented rumbling of the engine and forcing all passers-by (as well as passers-by) to turn around to hear a juicy “Fa-Fa!” regular "horn".

Whatever you say, it is much more pleasant to describe the aesthetic component of this motorcycle than the technical one, but we cannot forget about it either. Probably, few people know that simultaneously with the debut of the Night Rod model (and this happened in 2006), the Harley-Davidson company began installing Brembo brake systems on its motorcycles of the VRSC family and... it was right. We must pay tribute to those people who accepted H.-D, so difficult for traditions. solution. But it is simply unacceptable for such a fast motorcycle to have weak brakes. And if it seems to someone that their power is not enough, then he weakly pressed the handle. Indeed, when pressed lightly, the front brake seems sluggish, but if you press even half as hard, the motorcycle begins to sharply lose speed. Everything is fine? Is everything so wonderful? But there must be a fly in the ointment somewhere? After all, every sane person knows that nothing in this world is perfect. No matter how hard I tried, I was unable to find a more significant flaw in the motorcycle than the problem of finding neutral. However, according to those who rode similar motorcycles with a Revolution engine, this case is not an isolated one, but it is not fatal either - you just need to understand the algorithm for turning on neutral and then the problem will resolve itself. Otherwise, the box worked very well, even during dynamic acceleration and sharp switching.

The rigid suspension cannot be considered a disadvantage. After all, its rigidity made itself felt only on potholes and poorly laid paving stones. Yes, Night Rod is really not intended for off-roading, which, however, also includes a good half of the roads in Ukraine. But the suspension proved to be excellent on a flat highway and smoothly worked out moderate nervousness on the asphalt. You might think that I'm being too kind to this bike and forgiving some of its shortcomings. This happens sometimes when a motorcycle amazes me with its merits or simply takes my breath away. Then you simply don’t pay attention to some minor flaws. In this case, the motorcycle not only amazed me, but delighted me. But, despite this, I conscientiously played the role of a test driver and described all the disadvantages of the motorcycle. And I leave the right to consider them significant or unworthy of attention to you, the readers.

Passenger's opinion: YUSHI (Yulia Chernetskaya).

The day before the test, I had trouble sleeping at night. I was overwhelmed with emotions that tomorrow I would ride a Harley-Davidson. And all my expectations were met. This is a LEGEND!!! And such disadvantages as a short passenger seat, from which you slide back during strong acceleration, and the absence of something to hold on to (except for the driver) and a low-set tank, which you cannot reach and lean on when braking (poor driver – you have to brake against it); fade into the background because this inimitable sound and aesthetic appearance of the motorcycle make us treat it in a special way.

Passenger's opinion: AGNI (Inga Smolyanaya) It’s difficult for me to evaluate, since I have traveled very little.

The external impression is nothing superfluous, as they say, neither add nor subtract. The suspension – on a good road you don’t feel it, it doesn’t even sway, but with any bump or hole it hits hard. Vibration? There is a little, but without fanaticism. The landing is unusual, at least you need to get used to it first. Although, it takes some getting used to - the motorcycle is still not designed for a passenger over long distances, the maximum is to give a ride to a girl from bar to bar (or home). A roadster is a roadster.

Opinion: WOMBAT (Alexander Poberezkin).

Height: 173 cm. Weight: 68 kg.

Driving experience: 10 years.

Rides a Kawasaki Vulcan 1500.

Institute of Culture. The secretary is hysterical near the telephone receiver: “I have been waiting for this question for ten years, ten years. And then they ask me, “Is this a laundry?”, and I was at a loss what to answer...

So I, like that secretary, spent ten years of my motorcycle life imagining how I would sit on a Harley and answer the boring question: “is this a Harley-Davidson?” I’ll yell at someone “DDDA-A-A-A!!!” But no one asked... - the inscription on the tank is all to blame... But it was all a saying. And the fairy tale is ahead.

Our acquaintance took place in the technical service bay. The assembled mechanics smiled sarcastically. Why did it happen? Out of envy, probably. Anyway. Let's start. Ah-ah-ah, we don’t start... Not only do we not start, we also turn... I don’t understand anything... Yeah. This is logical - left turn is activated on the left handle, right turn on the right. Accordingly, I had to look higher for the starter button. Okay, let's get used to it. I haven't gotten used to it all day. Only once did I hit the starter key the first time, and I never managed to “beep” it in time. OK. We start it up and... Didn’t I understand something? WHERE IS THE VIBRATION? Vibration, I say, where? What am I going to ride here? What did you give me? Where's my vibration? I read the inscription on the tank again: H-A-R-L-E-Y D-E-V-I-D-S-O-N. Everything seems to be correct. Okay, let's believe it for now.

We turn on the first one... And why turn it on??? No, I don’t understand: where is the paw?!? HELP!!! THE PAW WAS STOLEN!!! The mechanics' delight knew no bounds! It turned out that it wasn’t stolen, I just didn’t notice the second set of footrests... The manufacturers decided to make the model sportier and moved the controls back.

We drive out into the yard, stop, switch to second, first, second, first, second... damn, I was kind of looking for neutral. Well, at least I finally found it... when I turned off the engine.

Well, it's time. I put YUSHI back in (she promised me to paint two motorcycles and three helmets for the trip) and taxied out into the “operational space”...

Don't believe the evil tongues that criticize Harleys. It's out of envy. But after a couple of kilometers of the route I realized – this is LOVE. Yes, Night Rod is very specific. It is inconvenient to “vomit” in traffic jams. It hurts to jump over pits. His destiny is good roads, preferably highways. But you can also ride from bar to bar. In the second case, you can even give the girl a ride. Although it’s not worth taking her far: firstly, she will become proud, secondly, she will quickly become overexcited, and thirdly, she will be uncomfortable. It’s like in bed: fall asleep in an embrace, but sleep separately. Otherwise you won't get enough sleep...

The riding position on the bike is simply superb. A slight forward lean is not at all tiring, since the emphasis is on completely straight arms, but it does add a little aggressiveness to driving. On the highway, the flow of the headwind supports you and you can drive like this for hours. This fit compensated for the lack of wind protection and the usual effect of “pulling the driver off the seat” was absent. After acceleration, it’s convenient to throw your legs onto the front pegs, especially since you won’t need to switch often. Why switch when the engine pulls perfectly smooth at any speed? I had a strong feeling that this engine was completely indifferent to what gear I was driving in. Very good motor. The best one I've ever ridden. Complete absence of vibrations throughout the entire range (for Harley this sounds just like a “powerful and reliable Minsk motorcycle”). Not twitchy or brooding. That's how you twist the throttle - that's how it goes. It's a shame I wasn't able to spin it enough. On the day of the test there was heavy fog, and accelerating on a wet road with very limited visibility was risky. I limited myself to 90 hundred miles (about 150 km/h), although I really wanted more.

I also liked the tidy. Normally readable speedometer-tacho-gasoline gauge. As I suspect, the same “facing into the tidy” position contributes to readability. The speedometer is only marked in miles. “Uncle traffic cop, what kind of 220 can there be? The speedometer only shows 150! Your radar is broken..." And the fuel level light is absolutely not superfluous - even though you’re sitting on a Harley (this is the face of a Harley driver - author’s note) in the gas meter, but with delight you don’t understand what’s written there...

The brakes are average, even a little sluggish. But it's good. On a weekend motorcycle, a hard brake will definitely cause falls.

Separately, it is worth mentioning the suspension. While inspecting the motorcycle before leaving, I noticed the small travel of the rear shock absorbers. The setting was the softest. I had to go with a passenger and wanted to click a couple of clicks, but for some reason I didn’t. And it's good that I didn't. While I was riding along the Kyiv highway, everything was fine. But in the city, on a small ridge, which I never paid any attention to, on the back seat there was a “jump-jump in the style of Gummi bears.” As it turned out, Harleys have had a good tradition of using spare parts from military equipment since the time of the WLA-42. Only then they were air filters, and now they are shock absorbers. Apparently, they are also used on ABRAMS tanks. However, this is not a stone in the manufacturer's garden. Only with such rigidity can one achieve that ideal behavior on the track at any speed, which this motorcycle demonstrated. Well, the fact that we have roads with fucked up... with potholes, so excuse me, it’s NOT the manufacturer’s fault.

I really didn’t want to give it back, I even went to turn around at a traffic light to enjoy the extra three hundred meters...

The result is a great weekend roadster. I just fell in love with him. You can grab it for a gathering and put it under a cafe. Well, what about the price? Yes, it is one and a half to two times higher than most similar motorcycles. Well, when you buy a Rolex, you don’t remember that the Casio weighs less and shows the time just as accurately...

And most importantly, the Lord God himself drives one. After all, what else should he drive?

Text: Vladislav Sofonov

Photo: provided by the author

A motorcycle was provided for testing (Odessa).

Technical features of Harley Davidson V Rod

As for the technical part of this model, there is something to discuss. It’s probably worth starting with the engine, since it has become a kind of highlight in the new Harley. In addition to installing water cooling, the engine received a cylinder camber angle of 60 degrees, as well as an overhead camshaft. In the V-Rod model, engineers decided to make the engine exactly like this for the first time. The fact is that on old Harleys the cylinder angle was 45 degrees, and a lower valve timing mechanism was used. However, this time, Harley Davidson set the task of extracting more power from the engine. Then it was decided to borrow the idea from sports motorcycles, which even then had a cylinder angle of 60 degrees.

By the way, there is a myth among motorcyclists that this engine was developed jointly with, but in fact this is not entirely true. The fact is that the Porsche concern has a department that tests and tests new engines. After development, the engine from the new V Rod was sent there in order to receive proposals for its improvement and refinement.

If we talk specifically about numbers, the V-twin engine of the new Harley Davidson V Rod received two cylinders, which in total produce a volume of 1250 cm3. The motorcycle's power was 119 horsepower, and quite good torque - 113 N/m. The listed characteristics allow you to accelerate the motorcycle to 223 km/h. For a model with a dry weight of almost 300 kg, this is considered a fairly good result. By the way, we were also pleased with the consumption; as the manufacturer assures us, the V-Rod consumes 6.3 liters per 100 km in the combined cycle.

Street 750 from Harley-Davidson: custom with character from Buell

Despite the fact that people don’t ride motorcycles in winter due to the weather, this time is the best time for modifications and customization of their iron horses. The winter of 2016–2017 was no exception, when motorcycle enthusiasts took the Street 750 model from Harley-Davidson of the unique Dark Custom line as a basis.

It took four months for lovers of unusual motorcycles to turn a standard Harley-Davidson Street 750 Dark Custom bike into something original and exclusive. They created a spectacular street that absorbs and exudes the best qualities of Buell.

The custom was based on the idea that a motorcycle should be interesting, and not only from the outside. So the bike was adapted for driving around the city, achieving ideal handling and maneuverability. This was made possible by installing high-performance 380mm Buell ZTL brakes. In addition, the custom one has a rear caliper and lightweight wheels from the same manufacturer.

To improve the efficiency of the braking system, the front fork offset was increased, which made it possible to transfer more of the load to the front axle. Thanks to the use of side covers made of aluminum alloy, it was possible to reduce the weight of the bike, and changing the shape of the fuel tank made the motorcycle more comfortable, adapted for use in city traffic: the recesses located on the sides are designed for knees.

In the photo: tank and engine of Harley-Davidson Street 750 Dark Custom

Yes, there are a number of elements that remain untouched and have not been changed. We are talking about the power unit, frame and part of the exhaust system, thanks to which it was possible to achieve a luxurious sound. All other elements of the bike's design have undergone changes, been replaced or modernized.

The goal of modifying the Harley-Davidson Street 750 was to create a beautiful urban custom with improved performance characteristics and a braking system.

The custom has a street dragster design, which emphasizes its purpose - a city bike, ideal for racing on straight, long tracks. To create the custom, exclusively original factory components from Harley-Davidson and Buell were used.

Pictured: Harley-Davidson Street 750 Dark Custom

The wheels, brakes (calipers, discs), and front and rear shock absorbers were taken from the XR 1 200 from Harley-Davidson. The fork, front fender, and front and rear optics installed on the custom are from Night Rod. The swingarm and exhaust are stock designs but have been redesigned.

The customizers also used spare parts of their own production: front crossbars, clip-ons, seat and handles. These are all unique parts, as are the tail section, swingarm and side covers of the bike.

It should be noted that most of the ideas were introduced into the design of the motorcycle on the fly. There was no clear understanding of what the device would be like after completion of the modifications. So, during the discussion, the idea came up to make and use aluminum side covers.

In the photo: swingarm, rear suspension, brakes Harley-Davidson Street 750 Dark Custom

The customizers moved the ignition switch. It is now located under the left side cover. This is more of a desire to make it look like old-school style bikes. Moreover, it is currently a fashion trend.

The pulleys, both driving and driven, remained standard with some modifications. The fuel tank filler cap and the ignition coil cover are individually designed.

Technical characteristics after customization

Dimensions

Length : 2,130 mm.

Handlebar width : 790 mm.

Saddle height : 720 mm.

Fuel tank capacity : 12.5 liters.

Front brake disc : 380 mm.

Dry weight : 200 kg.

Transmission

Engine : Liquid-cooled, Revolution X™ V-Twin.

Displacement : 749 cc cm.

Torque : 59 Nm at 4,000 rpm.

Wheels/tires:

Front : 17″ Dunlop sportmax 120 / 70 ZR 17.

Rear : 17″ Dunlop sportmax 200 / 50 ZR 17.

Color : Traditional Black Denim with orange Buell signature details.

FAQ

• How does a 240mm roller perform in corners? Is the motorcycle trying to roll over on its side? Such a wide rear tire makes maneuvering at low speed a little difficult, but not at all critical.
• What wrenches are needed for maintenance, inch or metric? Both. The Harley V Rod engine is built on the metric system, almost everything else is built on the inch system.
• Is there a big difference between the different modifications? Or is it just the look of the motorcycles basically, the design and everything else? The difference is significant. It consists of engine settings, the location of controls and suspensions with brakes.

Advantages and disadvantages

Any V-Rod is significantly different from other Harley Davidsons. This is where both its strengths and weaknesses come from.

Advantages

• Crazy acceleration dynamics. The motorcycle has so much torque that the asphalt under its rear wheel rolls up.
• High reliability. The Harley Davidson V-Rod does not have the disadvantages common to many American motorcycles, such as irritating vibrations, excess weight and low reliability of individual components.
• Low saddle height. Thanks to this, physically handling the bike is easy even for not the strongest motorcyclist. The center of mass shifted down also makes its contribution.
• Abundance of tuning and spare parts. You can buy anything you want, and in dozens of variations for each position.

Flaws

• High speed engine. Cruiser enthusiasts are used to having torque available at low revs, but the V Rod needs to be revved up to keep it moving dynamically.
• Compact sizes. This may not be regarded as a negative, but many bikers find the seating position on the V Rod too cramped, with their legs tucked under them.
• A small gas tank coupled with high fuel consumption. You will have to stop by the gas station often.
• Lack of 6th gear in the gearbox. The main reason for the dissatisfaction of most owners.

Price of Harley Davidson VRSCD Night Rod according to advertisements for sale

The maximum price of Harley Davidson VRSCD Night Rod among the advertisements found is RUB 1,600,000*

The average price of Harley Davidson VRSCD Night Rod among the ads found is RUB 714,000*

The minimum price of Harley Davidson VRSCD Night Rod among the ads found is 1,000 rubles*

Harley Davidson vrscdx Night Rod Special in St. Petersburg

10/26/2020 RUB 730,000

Harley-Davidson vrscdx Night Rod Special in Moscow

02/14/2020 700,000 rub.

Harley-Davidson V-Rod 2006 Night Rod vrscd in Bryansk

01/15/2020 Not specified

Harley Davidson Night Rod vrscd 2006 in St. Petersburg

09/15/2019 429,000 rub.

Exhaust system Harley-Davidson vrscdx (night ro in Barvikha

08/02/2019 20,000 rub.

V-rod Nightrod vrscdx in Novosibirsk

08/01/2019 RUB 698,754

Selling Harley-Davidson Night Rod Special vrscdx in Kazan

07/29/2019 RUB 1,070,000

V-ROD vrscdx Night Rod in Moscow

07/04/2019 635,000 rub.

Harley Davidson Night Rod vrscd 2006 in Bryansk

06/14/2019 Not specified

Harley-Davidson V-Rod Nightrod special 2016 vrscdx in Sevastopol

06/12/2019 RUB 1,135,000

Harley-Davidson Night Rod Special vrscdx 2011 in Rostov-on-Don

03/20/2018 330,000 rub.

Vrscd Night Rod in Smolensk

02/08/2018 430,000 rub.

Harley-Davidson Vrscdx Night Rod Order in Rostov-on-Don

01/23/2018 610,000 rub.

Vrscd Night Rod Dragster in Smolensk

11/23/2017 430,000 rub.

Harley-davidson vrscdx night ROD special 2016 in Moscow

09/04/2017 640,000 rub.

Harley-Davidson vrscdx night ROD special in Tula

08/31/2017 650,000 rub.

Vrscd Night Rod in Smolensk

08/28/2017 500,000 rub.

Harley-davidson vrscdx night ROD in Kaliningrad

02.08.2017 1,600,000 rub.

Harley-Davidson Night Rod Special vrscdx 2022 in Ufa

06/13/2017 RUB 1,550,000

Vrscd Night Rod in Smolensk

06/12/2017 650,000 rub.

Harley davidson vrscdx night ROD special in Astrakhan

03/01/2017 800,000 rub.

Harley Davidson vrscdx Night Rod in St. Petersburg

02/27/2017 1,100,000 rub.

Harley-Davidson vrscd Night Rod in Krasnoyarsk

02/07/2017 600,000 rub.

Harley -davidson vrscdx night ROD special ABS in Izhevsk

01/27/2017 865,000 rub.

Harley-Davidson vrscdx Night Rod Special in Kazan

01/26/2017 RUB 1,350,000

Harley-Davidson vrscdx night ROD special in Sergiev Posad

07.11.2016 700,000 rub.

Harley Davidson Night Rod Special (vrscdx) in Ufa

04.11.2016 1,569,000 rub.

Harley-Davidson vrscdx Night Road in Biysk

03.11.2016 700,000 rub.

Harley-Davidson vrscd Night Rod 1130, 2006 (v-rod) in Omsk

10/31/2016 470,000 rub.

Harley-Davidson Night Rod Special vrscdx 2009 in Ufa

10.27.2016 870,000 rub.

Harley-Davidson vrscdx night Custom in Moscow

10/21/2016 RUB 665,000

Harley Davidson vrscdx night rod special 2007 in Grozny

09/26/2016 800,000 rub.

Harley-Davidson vrscdx night ROD special in St. Petersburg

08/20/2014 460,000 rub.

2008 Harley-Davidson vrscdx night ROD special in Korolev

08/10/2014 650,000 rub.

Harley-davidson vrscdx night ROD special (credit) in Stavropol

08/01/2014 710,000 rub.

Harley Davidson Night Rod Special vrscdx in Surgut

07/29/2014 830,000 rub.

Harley Davidson vrscdx night ROD special (2009) in St. Petersburg

07/04/2014 640,000 rub.

* Attention! Under the maximum, average and minimum of the Harley Davidson VRSCD Night Rod motorcycle on this page, the average cost according to advertisements for sale on the Internet is indicated, without taking into account the year of manufacture, configuration and generation of the motorcycle model.

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It's hard to perceive VR as a Harley.
This is a very, very good modern motorcycle. But he's not real enough for Harley. It's hard to perceive VR as a Harley. This is a very, very good modern motorcycle. But he's not real enough for Harley.

RESULT. Night Rod just got better. Finally, the ergonomics were corrected, the appearance was modernized, but... The decent chassis of a high-tech cruiser is still combined with an engine that would be more suitable for a crossover or even a roadster, and this makes the motorcycle very niche. And this niche is doomed to narrow further - there are more and more interesting alternatives in the segment - and the combination of the famous logo with a motorcycle that is far from Harley’s generic traits is becoming more and more strange.

Switchback is not a “tourist” at all (unless a raid on Moscow restaurants or a trip to a dacha is considered tourism). It's "just" a well-dressed cruiser. Stylish, comfortable and Harley-like lively. At the same time, it is suitable not only for brutal guys, but also - attention! - graceful lady. And the cases and glass are elements of practicality, nothing more. As well as the tire size, which allows you to choose softer and (or) “wetter” tires.

Softail Deluxe, like other “software”, is brutality itself. If we put aside my purely private moments (well, I don’t like either the style of the 30s or the riding position with the steering wheel next to an ungrown belly!), we will see the further evolution of the most popular series of “big twins”. And I can only welcome the appearance of a more powerful “103” engine and ABS here. As well as the fact that not all “softails” switched to wide tires.

The test is organized. Berik jacket provided.

About curvature and steepness: on a Harley-Davidson in Sicily