Top test Harley-Davidson VRSCR Street Rod
That winter was tough. Summer will be too. Because you could have a Harley stuck in your rearview mirror. And you can’t shake it off.
He’s gambled away. Can’t brake harder-
sen. Can’t accelerate faster. Or even stop and talk to the hunter at eye level.
Thing in the rearview mirror that looks like someone with an oversized one-
len fly swatter hit on it. Worst of all: It’s about one
legally available Harley. Code named VRSCR Street Rod. The screeching Japanese four-cylinder and the rod fire at the hairpin as if they were with you
Tow rope connected.
Braking point. Hand and foot press at the same time. Give in. Put it down gently, deeper, deeper. The fearful nipples only gently rasp over the asphalt. The rod zooms in on the four-cylinder. Alternating curves. Right, left down, a short straight before the last bend. Slipstream, attack! Left over. Extremely late braking point, and bye. Harley’s new music has played. Four bars that have it all. Suck in, condense, sniff, expel.
New music? Yes, completely new staged heavy metal. Because we’re talking about here
292 kilograms ready to drive. 130 front, 162 rear. Maximum legal weight: 464
Kilogram. As heavy as the long-serving customers are used to. But stop! Are typical Harley riders even interested in interceptors? Something like this: Wake up the tiger in you? The brand-less eyeglasses at least will stand in front of the Street Rod and notice: There was something like that.
Correct. 2002 has Harley-Davidson threw all conventions overboard with the V-Rod. Water-cooled drive, 60 degree cylinder angle, 9000 revolutions. The “Revolution” twin cylinder, which Porsche helped develop, heralded a new era for the men from Milwaukee. Now this screamer is in a weird-
location-friendly chassis. Torpedo the six hundredweight chunk with a 1.70-meter wheelbase in 3.9 seconds to 100 km / h. The Street Rod needs 14.5 seconds to reach 200 km / h and, with the new four-piston fixed calipers from Brembo, delivers sensational deceleration: 10.5 m / s2 from 100 km / h. If someone had said five years ago that a Harley would soon brake better than any super sports car, man
would have brought him in, right??
The values in the MOTORRAD top test are incorruptible. In addition to the incredible braking performance, the Street Rod stands out
with a proud 100.3 km / h through the fast-
len handling course. For comparison: sister V-Rod brought it to 83.9 km / h, the Ducati 999 swept through with 113.1 km / h and the BMW R 1200 RT with 93.3. How did Harley manage to train six hundred pounds of steel and aluminum so well?
Flashback: When Willie G. Davidson lifted the scarf in 2002 and asked the first journalists to dance with the V-Rod, stood
After just a few meters of driving, a wish was written on their foreheads: This cheerful engine needs a sports suspension. One can vividly imagine how some people bent over with laughter when the Harley boys presented the Street Rod and with it the Harleyian interpretation of the curve artist a few weeks ago. Even at third glance, the flounder still looks like a cruiser.
Only when you take a seat on the Street Rod does the prejudice evaporate. The handlebars are narrow, positioned low, easy to hold, and the footrests are where they belong. Namely right under the bum, in line with the body. However, the rod possesses due to the unloading–
the frame doesn’t have a very slim waist, that pushes the legs apart a little. But you can live with that.
The Harley were content with moving the handlebars and footrests-
Developer by no means. The complete landing gear was opposite the V-Rod
changed. Starting with the periphery of the frame as well as longer suspension struts and their linkage. The seat height increased from 690 to 803 millimeters, the wheelbase shrank by 18 millimeters, the steering head angle is now 60 degrees instead of 56, and the caster increased from 99 to 110 millimeters. In addition, the Street Rod rolls on ten-spoke alloy wheels, just like the V-Rod with rim dimensions 3.00-19 at the front and 5.50-18 at the rear. So much for the facts. However, all of this is not enough to teach ballet to a hippopotamus.
If you want to understand the Street Rod, you should at least spend a summer day looking at it. Wake you up at the push of a button at the first crow of the cock, inhale the virgin morning air and the velvety rumble of the 60-degree V-engine, and heave you from the side stand into a vertical position. Speaking of side stands. Such a thing too. Pans to the left, right, seesaw, does, does and leaves
everything ?? just don’t inspire confidence-
the impression. Anyway, it holds. The clutch requires power. The lever is masculine. Nothing about child hand compatible like most Japanese bikes. The mighty V2 gives an idea of how titanic the transmission shafts, gears and the clutch are-
have to be a basket. You see Charlie Chaplin in “Modern Times” as he groans into first gear.
Amazingly, everything turns out differently. The first one slips smoothly into the teeth, shifting is precise and requires little effort. The engine is an experience. A haven of good humor. Runs with frustration instead of frost protection. And amphetamines are probably added to the oil. In the two cylinder towers with loft charm, the 100 pistons whistle over a distance of 72 millimeters. A very well balanced, 5.6 kilogram crankshaft rotates in the housing. And somewhere in a small black box, the Porsche know-how ensures that all movements within the unit harmonize perfectly with one another.
The gas is drawn in gently.
It’s unbelievable how smoothly the two-cylinder acts. No annoying vibrations. Hardly noticeable load change reactions. The latter is due to the low-maintenance toothed belt drive on the one hand, and the progressive control of the throttle valves on the other. The throttle cable activates a type of deflection that is supposed to promote silky smooth response. Revolutions between 1500 and 3500 are like bathing in almond oil. Silky. Beneficial. Relaxing. Between 4000 and 6000 tours something sets in that could be described as a hot rod feeling. The Harley steamer pushes hard. It creaks, growls, and pounds bluntly. Something is alive and wants to get out. Whoever opens the throttle valve further releases it
Escape to the front. The world falls back in a jiffy. Welcome to high-performance sport. Nominally 120 hp at 8250 rpm, 108 Nm at 7000. Three hp more than in the V-Rod. The highlight of the engine: Despite its sporty genes, it can be driven lazily, always remains elastic, does not jerk and takes on the gas cleanly. So that the joy of life of the drive reaches the ground, the Street Rod rolls on a grippy Dunlop D 207. And so that these can mesh perfectly with the road, Harley relies on a new spring-
elements. The non-adjustable 43-
Upside-down fork offers 127 millimeters
Suspension travel is guided by attractive triple clamps. Your tuning is rather soft, without banishing comfort. At the rear, two spring struts, also measuring 127 millimeters, provide traction. they are in the
Adjustable spring base. However, coarse blows penetrate unfiltered both at the front and at the back.
Especially when the asphalt comes up with nasty bumps, the ship starts to sway and stir the handlebars. Or the 292 kilograms
suddenly drop when you hammer over a bump. It feels similar to sitting in a plane falling into an air hole. Nevertheless, the Rod forges trust and enables speed in almost all situations. To get the in
To be able to turn corners, both footrests and the new exhaust system are positioned high. Harley promises 40 degrees of lean angle. And once the footrests are sanded down, there are guaranteed to be three more.
Then when you step down, listen to the ticking of the engine and look back on the day, you will have a quiet smile
in the corners of the mouth. Sure, around 16,500 euros are not a bargain. The reward, however, is convincing: a bike that could make those enthusiasts happy who have already ridden everything. One that is stable in value and that you love to walk around in the garage before going to bed in the evening. With
driving fast is just as much fun as strolling. A Jekyll and Hyde from Milwaukee ?? tranquil roadster and aggressive interceptor in one.
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Top test Harley-Davidson VRSCR Street Rod
Top speed * 217 km / h
0 100 km / h 3.9 sec
0 ?? 140 km / h 6.5 sec
0 200 km / h 14.5 sec
60 ?? 100 km / h 4.5 sec
100 ?? 140 km / h 5.4 sec
140 180 km / h 6.5 sec
Effective (display 50/100) 50/100 km / h
Display red area 9000 / min
Effective 9000 rpm
Consumption in the test
at 100 km / h 4.8 l / 100 km
at 130 km / h 6.7 l / 100 km
Country road 5.9 l / 100 km
Theor. Range 320 km
Fuel type super
mass and weight
L / W / H 2445/820/1210 mm
Seat height 803 mm
Handlebar height 1025 mm
Turning circle 6880 mm
Weight with a full tank 292 kg
Payload 172 kg
Wheel load distribution f / r 45/55%
Driving dynamics 1
Braking distance from 100 km / h 36.8 meters
Average deceleration 10.5 m / s²
Remarks: The Street Rod achieves record deceleration values thanks to its low center of gravity and a lot
Weight on the rear wheel. Very good
Effect of the rear brake, somewhat high operating force on the handbrake lever. Overall stable under hard braking.
Handling course I (fast slalom)
Lap time 21.3 sec
vmax at the measuring point 100.3 km / h
Comments: The Harley only becomes a little sluggish when changing direction quickly at speeds above 90 km / h. Very gentle and therefore easy to dose engine power after the turning point.
Handling course II (slow slalom)
Lap time 29.5 sec
vmax at the measuring point 49.3 km / h
Remarks: Amazingly good handling for a motorcycle of this weight class. High cornering speed, which is only limited by footrests touching down. Low erection torque when braking in an inclined position.
Engine: water-cooled two-cylinder-
the four-stroke 60-degree V-engine, crankshaft lying transversely, a balance shaft, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 53 mm, uncontrolled catalytic converter, alternator 489 W, battery 12 V / 12 Ah, hydraulically operated multi-disc oil bath clutch, five-speed gearbox, toothed belt, secondary ratio 72:30.
Bore x stroke 100.0 x 72.0 mm
Cubic capacity 1131 cm3
Compression ratio 11.3: 1
88 kW (120 PS) at 8250 rpm
Max. Torque 108 Nm at 7000 rpm
Pollutant values (homologation) in g / km
CO 2.758 / HC 0.436 / NOx 0.009
Chassis: double loop frame made of steel, bolted beams, upside-down fork, Ø 43 mm, two-arm swing arm made of aluminum, two spring struts, adjustable spring base, double disc brake at the front, Ø 300 mm, four-piston fixed calipers, disc brake at the rear, Ø 300 mm, four-piston fixed caliper.
Cast aluminum wheels 3.00 x 19; 5.50 x 18
Tires 120/70 ZR 19; 180/55 ZR 18
Dunlop D 207 tires tested
Dimensions and weights: wheelbase 1700 mm, steering head angle 60 degrees, caster 110 mm, spring travel f / h 127/127 mm, permissible total weight 464 kg, tank capacity 18.9 liters.
Service intervals every 8000 km
Oil change every 8000 km
with filter every 8000 km / 4.3 l
Motor oil Harley-Davidson 360, 20 W 50
Telescopic fork oil H.-D. Type E
Spark plugs Champion 10R12A
Idle speed 1200 / min
Inlet / outlet 0.20 – 0.25 / 0.30 – 0.35 mm
Tire pressure solo (with pillion passenger)
front / rear 2.5 / 2.5 (2.6 / 2.8) bar
Two year guarantee
Colors black, yellow,
Orange, blue, red
Price 16,155 euros
Additional costs around 350 euros
The two-cylinder does not produce record-breaking performance. But he has incredible charm. Buttery soft, barely noticeable
Load change reactions and an almost ideal power delivery characterize it. The starting behavior could also be better
hardly be. There are deductions for
the easy to dose, but stiff clutch.
Surprisingly handy: the tight chassis tuning of the six-hundredweight lump contributes to cornering and straight-line stability as well as handling with a pillion passenger. The Rod acknowledges bumps and poor road surface with stirring movements.
Despite the top scores in terms of
Deceleration, the brake is slightly devalued. It requires high actuation force, which affects the controllability. Very good for a titan like the Street Rod: 40 degrees lean angle as well
15 centimeters ground clearance.
The rear-view mirrors are a joke.
Too small and not wide enough
attached outside, allow
they often only control the underarm clothing.
Scoring: everyday life
Compared to the V-Rod, Harley has increased the tank volume from 15 to 18.9 liters. This increases the range and the consumption changes insignificantly. The payload of 172 kilograms is okay.
People up to 1.80 meters find the knee angle acceptable. This literally gets tight. Harley should
consider offering a higher bench seat. Preferably one that is suitable for pillion.
Scoring: costs / environment
The Street Rod is 16,155 euros
1135 euros cheaper than the cheapest V-Rod. Still, that’s the price-
For money less than satisfactory. Experience or sub-
Unfortunately, holding values do not play a role. Good: low inspection costs due to 8000 intervals and tight working hours.
The Harley Street Rod is stand-alone and does not currently fit into any
Sort the motorcycle category. you
is what you could commonly call a trendsetter. It gives away great cinema, the rousing feeling of dewy freedom.
This motorcycle will greatly expand the American customer base.
Was there anything else?
Easily accessible adjustment
the spring base on the struts
Automatic turn signal reset
Electronic immobilizer as standard
Seat locked on one side only
Tank cap not lockable
Steel protection caps of the brake calipers
only unstably attached
Day trip meter fiddly
for the pillion passenger
No tools available
Side stand does not affect confidence
Foot becomes very warm on the right
(Waste heat from the exhaust)
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