Harley-Davidson V-Rod

I caught my first glimpse of the V-Rod along with several thousand other dealership owners and employees at the 2002 Los Angeles Harley-Davidson dealer show. I’m not great about attending functions outside of my city but my father called me three times from Los Angeles and insisted I hop a plane and see the bike in person. After searching the internet in vain for spy shot photos, I caught the flight and within a few hours was face to face with this silver wonder. I wouldn’t be exaggerating to say that at least 90% of the motorcycling world was more or less stunned at the unique and dazzling appearance of the V-Rod. Even the non-Harley motorcycle press took their hat off to the H-D design studio. No one has ever made such a stunning water-cooled cruiser bike.

Everyone has read many tests of the V-Rod by now, so I won’t go into too much detail about the construction or history of the bike. I should have gone to all the press launches and got my story in earlier, but I have the above mentioned aversion to leaving town that much; my new baby daughter born this year and my two-year-old need me at home.

After short production delays, our first V-Rod arrived at Barnett Harley-Davidson in November of last year. We all took turns riding it, trying to get several hundred miles on it before turning it into a demo for the public. It didn’t really work out that way, as a customer came in who just had to have it, so we lost our demo at about 350 miles. My first three rides left me more or less speechless. I’ve been on an endless search since my youth for a “perfect” bike. Of course, I never expected to find such a bike, but the enjoyment is in the searching and the modifying of ones that come close. While I have some reservations about the ergonomics, I can say with a straight face that I find the drivetrain of the V-Rod to be more or less perfect. I couldn’t find anything to grouse about or even nitpick.

The engine produces tremendous power in a seamless, smooth stream. There are no sudden jumps in the torque, no “cammy” feeling, no sacrifice of low and mid-range for top end. Simply put, there is abundant power at all rpms. Continuing towards the rear wheel, there is no drivetrain lash or unwanted squatting or rising of the chassis. The engine, transmission and belt drive final are above reproach. The combination of a single counterbalancer and small rubber mounts gives you the best of both worlds. You get the utterly smooth ride of the best rubber mounts without the excessive engine movement of the other systems. To me the transmission felt as good as anything from Japan or Italy in operation and as overbuilt and rugged as your standard issue Evo trannies from the Motor Company, a great combination.

The fuel injection too was flawless, an achievement not to be glossed over, as Honda, Suzuki, Rotax, Bimota, and others have mass produced bikes with glitches in the fuel injection at one time or another. The V-Rod starts, warms up, runs, and idles perfectly.

I hate to say this but from a technical standpoint, the V-Rod has a very German feel to it. When is the last time you’ve heard anyone complain about the performance or design of a BMW, Porsche or Mercedes drivetrain? The V-Rod has this very high quality feel to it that I’ve only experienced in my limited romps in high-dollar German cars. My prediction is that this engine will roll up the miles just like the above mentioned German cars. Keep a clean air filter and fresh oil in this thing and you will sell it in perfect running condition with 80 to 100 thousand miles on it to a very happy second owner.

I think Harley has a hit on its hands with the new family of motorcycles promised to be delivered over the next few years. For those who find the drag racer style of the V-Rod a little extreme or the reach to the pegs a bit long, just wait. I bet Harley produces a dresser, a standard, a sport tourer, and a true sportbike in the next few years based on the V-Rod motor. This engine is so versatile, that it will meet riders’ needs in several different motorcycle configurations. The Porsche engineers who designed the motor assured me in Los Angeles that 140 reliable horsepower is available from this platform at this relatively small displacement of 1130cc and that there was nothing stopping an increase in displacement over time. Those of you who are power hungry have much to look forward to from Harley-Davidson.

All I can say is that if you don’t believe the glowing report above, go down to your local Harley-Davidson dealership and try to talk them into a demo ride. If they don’t have any or enough to make one a demo, book a flight, help the economy, fly down to El Paso, and we’ll let you ride ours. (We’re breaking in our second demo as this is being written).

- Mark Barnett