For the most part, we at C/D have observed the Harley-Davidson phenomenon as being culturally rather than technologically driven. So imagine our surprise at seeing the company's newest ride, the V-Rod, complete with a liquid-cooled DOHC four-valve V-twin developed in partnership with Porsche Engineering.

This surprise was compounded on our first ride. With 74 pound-feet of torque at the rear wheel—verified by dyno tests conducted by our sister publication Cycle World—and an extremely flat torque curve, the V-Rod pulls hard in almost any gear from almost any revs. It also spins up to a 9000-rpm redline and punches out 115 crankshaft horsepower at 8500 rpm. All fairly unheard of in any stock Harley motor.For this new so-called Revolution engine, Harley started with the basic architecture of its VR 1000 racing engine used in its now-discontinued AMA Superbike campaign. This engine has a 60-degree vee, as opposed to the 45-degree angle found in the rest of the air-cooled pushrod-engine line, and it has overhead cams and four-valve cylinder heads.

The Revolution engine is very similar in principle to the VR 1000 engine, using an intermediate shaft in the valley between the cylinders to drive the water pump and four cams via chains. In the V-Rod, those chains have hydraulic tensioners (as in a Boxster engine) instead of manual adjusters.

By stroking the crank to 2.83 inches and boring the cylinders to 3.94 inches, the engine's displacement was increased from 996cc to 1131cc.

All the engine's dimensional changes were based on Harley-Davidson's modeling, and all spark and fuel mapping was handled in-house. Final tuning was done on a back-and-forth operation, and Porsche's participation was primarily focused on durability issues, as well as input into the liquid-cooling system.

The result is performance of a wholly contemporary kind. Although the exhaust note still reflects the slightly uneven firing order of a V-twin, even this is not similar to the company's air-cooled models. In another big departure from the usual Harley practice, the V-Rod has two tuned downdraft induction stacks between the vee, and these protrude upward into an airbox where one would normally find a fuel tank. Thus, the V-Rod has a dummy fuel tank, sans fuel-filler cap, and actually stores its fuel in a container beneath the seat. To fill up, you flip the seat on a hinge and then watch the reactions of people around you.

With the front forks kicked out to a 38-degree angle and styling based loosely on Harley drag-racing machinery, the V-Rod has a long, 67.5-inch wheelbase and a low, 26.0-inch seat height. Harley's design department made the most of the low-slung profile, wrapping the engine with a fat hydroformed tube frame and draping it with anodized aluminum bodywork and a contoured seat. Solid disc wheels are controversial, but they carry through the metallic motif to great effect.

Harley's design staff has always excelled at making great visual statements, so the real surprise here is how well the bike works. First off, it's fast, running quarter-mile times in the mid-11s at 116 mph and topping out at about 135 mph. Second, it handles well. Once one becomes accustomed to the peculiar feet-first cruiser riding position, one's confidence in the V-Rod's dynamics grows with each new twist in the road.

The foot pegs are the first things to brush the ground, folding upward as you ask for more lean angle. Eventually, though, hard metal bits start scratching the asphalt, calling a halt to further silliness.

At more dignified speeds, the V-Rod steers easily and accurately, and its low center of gravity makes it tip effortlessly in response to slight pressure at the bars for predictable changes of direction. The upright riding position becomes tiring on long, fast trips, but the seat is pretty comfortable. Besides, there's a windscreen among the many accessories Harley offers in support of the V-Rod.



We understand the first batch of V-Rods is sold out, and we can understand that. At $16,995 (if you can find one at list), we think the V-Rod is a serious threat to its own stablemates as well as to cruisers from other manufacturers. It's that good.