Steering geometry also sits somewhere between the two, with the steering-head rake set at 34 degrees, as on the V-Rod, but the fork angle is set two degrees less than the V-Rod's 38 degrees at 36. The more sporting Street Rod's angles are 30 degrees for the steering head and 32 for the fork. At 66.9 inches, the wheelbase is a scant tenth of an inch longer than the Street Rod's and 0.6 inches shorter than the V-Rod's. However, at 4.6 inches, the Night Rod has more front-wheel trail than either the V-Rod (3.9) or the Street Rod (4.3). Its 27.1-inch seat height is the same as the V-Rod's (and almost 3.0 inches lower than the Street Rod's). That's because it has the same 4.0 inches of suspension travel as the V-Rod (and the same 3.7-gallon fuel tank under the seat).
Though all three bikes use the same tires and wheel sizes, on the style scale the Night Rod's slotted-disc wheels fall somewhere between the solid discs of the V-Rod and the 10-spoke hoops on the Street Rod. In other ways, the Night Rod's look is all its own. That small drag-style headlight fairing is fresh. It inherits some items-the stainless-steel tubular handlebar, the black engine cases, the black frame and the instruments, which include two LCD trip-meters and a clock-from the B-model V-Rod, which won't be back for '06. The engine on the Night Rod is, appropriately, black powdercoated with polished edges. Our bike also had chrome engine covers, a $495 option. Overall, it made for the most striking engine bay in the VRSC series.
Of course, you can't miss the family resemblance. The pedestal-style instrument cluster, the aluminum dummy tank, the chrome-edged radiator shroud and the stretched rear fender with its hidden rails are all family heirlooms.
Though it's not quite as sleek, the Night Rod's two-piece saddle provides a better perch for passengers than the V-Rod's, mostly because it doesn't slope down at the back, but it's still too small for more than short hops. Fortunately, Harley has plenty of alternatives for both halves of the saddle. The rider's portion is comfy enough for a tank (125 miles or so) or two, but if you are going traveling you will want something like Harley's Sundowner saddle ($289). The rest of the ergonomic package performs well during extended rides, and the choice of footpegs (three if you count the rather high passenger pegs) allows you to change positions to alter the pressure points. Just remember that you don't want to get caught with your feet anywhere but the middle footpegs when you need to make a panic stop. For most of us, especially those with less leg, those main pegs are also the most comfortable and offer the most controllable riding position.
With more suspension travel than the typical cruiser, the Night Rod handles bumps better than most. Suspension control is acceptable, and although at 626 pounds full of fuel it's not light, the Night Rod feels lighter and more responsive than most cruisers, especially those that accelerate this hard. It will savage other current power cruisers on a meandering road because of its power, responsive and precise handling and stability. You can also lean a bit deeper than most cruisers before anything scratches the pavement. Like the Street Rod, the Night Rod wears Brembo brakes, which starting in '06 are standard on all VRSC models. With their 11.8-inch discs and four-piston calipers (two up front), the Brembos require slightly less pressure and deliver a bit more power and feel than the old brakes for stronger, harder stops. We still wish the levers had adjustments to adapt them to different hand sizes, however.
In an age when V-twin cruisers seem to lean on ever-larger (and heavier) engines to break in the power cruiser club, the Rod's high-revving (well, at least by cruiser standards), efficient, liquid-cooled, 60-degree DOHC eight-valve mill is something of a revelation, especially when it unleashes the extra ponies that come with its exhaust system. The Night Rod easily spanked that big, bad VTX mentioned at the beginning of this article. You do have to be willing to spin the engine (which is redlined at 9000 rpm) and slip the clutch hard when you launch, but if you do, it leaps away from those bulked-up big twins. Though it doesn't pump out torque virtually from idle like some bloated twins, it smoothes out and pulls happily from about 2000 rpm and passes hard without downshifting in top gear at highway speeds. Like the Street Rod, it's ever so slightly cantankerous at low rpm until it warms up, but once past that it dishes out the kind of hard-hitting performance other cruisers only look and sound like they deliver.
Though early V-Rods were a bit stiff in the gearbox, that's now history. The Night Rod snicks smoothly through the gearbox and easily turns up neutral when you want it. The clutch pull is still a bit heavier than most big cruisers', but it engages progressively and controllably.
Although the Night Rod certainly isn't the last new arrival we'll see in the VRSC family, it may be the best cruiser in the line. Those who saw it almost unanimously said it was the best-looking Rod to date, thanks to the engine finishes, the smoother pipe style and other details. Its footpeg arrangement makes it the most comfortable for a wider variety of riders. And that additional power matched by improved brakes makes it a better performer than the V-Rod, too. To cap it off, at $15,995, it's the most affordable member of the VRSC clan.
High Points
*Major power
*Best-looking Rod yet
*Ergos for everybody
Low Points
*Lever span a stretch for small hands
*Still pricey
First Changes
*Swap seats for long rides