Obviously, Harley was going to expand on the original V-Rod and the very similar B model. We wished for somewhat more rational ergonomics and maybe a chassis that could exploit the power on twistier roads. We sort of expected a sport-touring bike. We got the Street Rod.
Harley calls it a roadster, which is the same term it uses for the Sportster 1200R and the new 883R, which have set-back footpegs under the rider and more suspension travel than straightforward cruisers such as the Sportster Custom models. The Street Rod goes perhaps even one step further, enough that we debated whether it actually is a cruiser.
The new Rod's lines are similar to the V-Rod's-a small, raked-back headlight leads you to the same faux fuel tank (the real tank is still under the seat), but the seat's profile is flatter and, thanks to longer suspension with more substantial travel, about four inches farther from the pavement. Up front, there are stout-looking inverted 43mm fork legs. The fender is smaller, the fork legs' stance more upright and the handlebar flatter on shorter risers than the V-Rod's. The pipes are higher and more horizontal. Instead of the disc wheels standard on V-Rods, the Street Rod gets less dense-looking 10-spoke wheels (an option for the V). The differences sound substantial, but apparently not everybody sees them that way. While riding our sample (before it was announced to the public) the few other motorcyclists we encountered-even one V-Rod rider-didn't register that it was something new.
If you step in for a closer look, you'll discover further changes. The most prominent is the massive triple clamp, which reduces rake, changes the offset forks' angle and also provides a much more rigid grip on the legs. The instruments are set atop a pedestal similar to the V-Rod's, but their faces, especially the tach's, are much more readable. The ignition lock, set on the right side under the seat, where it also serves as a seat lock on the V-Rod, has been moved forward between the engine and triple clamp and allows you to remove the key after it's turned on. The saddle, which you still must flip up to reach the fuel filler, is held down by grommets and the passenger grabstrap instead of a lock. No key is needed to reach the tank, which now holds 5.0 gallons (compared to the V-Rod's 3.7). The underseat section of the frame has been expanded to accommodate the added fuel. The brakes are Brembos, a first for Harley streetbikes, and each caliper's four pistons squeeze discs that are 0.3 inches bigger than the V-Rod's. The front brake offers more power with less pressure than the V-Rod's, making hard stops effortless with excellent control.
The extra braking power is needed not only because of the Street Rod's more sporting intent but also because it weighs about 20 pounds more than the V-Rod and has a bit extra power. The added power-about three more horses for a total of 120 at 8250 rpm-comes not from any internal engine tweaks but from the Street Rod's exhaust, which is less restrictive (and a bit throatier) than the V-Rod's. Our impression from the saddle was that the power boost was even greater, because when you hit 5000 rpm the motorcycle kicks you in the pants harder than three more horsepower working on 20 extra pounds would suggest. The power rush definitely feels stronger than the V-Rod's, with 80 foot-pounds of torque at 7000 rpm compared to the V-Rod's 74. Otherwise, the powertrain feels very similar to the V-Rod's components. You need to apply a bit more rpm to get away than with other cruisers, but the bike responds briskly when the throttle is applied at relaxed engine speeds. The clutch requires the stiff pull typical of Harleys, but offers good control. The gearbox is even smoother and lighter than the already good units in recent V-Rods. With V-Rod-like fuel mileage in the mid-to-high 30s, the Street Rod offers an extra 50 miles between fill-ups.