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Review: Harley-Davidson Street Rod, ‘An ideal but different sort of Harley’

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This is the future of Harley-Davidson, but not necessarily in the way that you might think.

Set against a background of Harley-Davidson continuing to restructure their business in the US, the advent of a new model that is a long way from the machines that we’ve come to expect from Milwaukee will be greeted with all sorts of wild speculation, but don’t get too carried away.

This isn’t a sign that Harley is reinventing itself so much as creating a broader and more diverse product range.

This is “a good thing”, because while nobody doubts that they could continue making Sportsters and Big Twins indefinitely, why should they limit themselves to that?

Indeed, to shift the context of that question, why shouldn’t they use their manufacturing experience, knowledge of the motorcycle market and one of the most famous brands in motorcycling to create new generations of bikes?

The XG750 Street was the first bike in this range and we can all see how much damage that has done to the Sportster range – none – and despite all of the protestations it is a toss-up, month-on-month, whether the Street or the Breakout is Harley’s third best seller in the UK behind the Iron and the Forty Eight.

Why?

Partly because it is the most affordable Harley-Davidson V-twin of all time, aided by the badge on the side of the tank, and the most accessible. It might not be a ‘real’ Harley to someone with a Pan or Shovel in their garage, but it will be the perfect Harley to a rider who finds a Sportster too intimidating – or too expensive.

An ideal first Harley, but also a very different sort of Harley.

The Street Rod builds on that to create a quick and agile sportster – with a small ‘s’ – that was designed for the urban environment, with enough in reserve to make it entertaining on open roads.

Tall in the saddle to give it the cornering clearance that customers told Harley they wanted from a street bike, it has got at least that in common with the original VRSCR Street Rod. And while it is significantly down in power compared to the 1130cc model, the Rod version of the XG Street is about half the price of the Street version of VR Rod, which should prove to be both a more accessible as well as a more usable package.

Why shouldn’t they use their manufacturing experience, knowledge of the motorcycle market and one of the most famous brands in motorcycling to create new generations of bikes?

The chassis is stiff enough, the suspension – 43mm USD forks backed up by twin shocks at the back with piggyback reservoirs – compliant enough and the twin front disc with floating 2-pot calipers have plenty of bite to make it an exciting ride.

It’s not going to set the world on fire in terms of absolute performance but there’s plenty on tap for real world use, providing you keep the motor spinning – it certainly rewards the rider who discovers the digital tacho and gear indicator in the speedo’s LCD readout – and while peak power at 8,800 sounds busy to someone brought up on big twins, you’re only going to bury the digital equivalent of the tacho’s needle that deep it when your blood’s up, and when your sub-conscious self comes are on-cam it just adds to the sensory experience.

But no, it isn’t a Sportster – with a big ‘S’ – or a Big Twin, but so what?

It is a Harley-Davidson that was designed by Harley-Davidson’s development team and is built in a Harley-Davidson factory. And as a further diversification to their main product lines it should be welcomed because it will put more backsides in Harley-Davidson saddles, and the evidence from nearly two years of the Street 750 is that it is a gateway model.


Specifications:

DIMENSIONS

  • Length: 2,130 mm
  • Seat Height, Unladen: 765 mm
  • Ground Clearance: 205 mm
  • Rake (steering head) (deg): 27
  • Trail: 99 mm
  • Wheelbase: 1,510 mm
  • Tyres, Front Specification: 120/70 R17 V
  • Tyres, Rear Specification: 160/60 R17 V
  • Fuel Capacity: 13.1 l
  • Oil Capacity (w/filter): 3.1 l
  • Weight, As Shipped: 229 kg
  • Weight, In Running Order: 238 kg

ENGINE

  • Engine: High Output Revolution X V-Twin
  • Bore: 85 mm
  • Stroke: 66 mm
  • Displacement: 749 cc
  • Compression Ratio: 12.0:1
  • Fuel System: Mikuni Twin Port Fuel Injection, 42 mm bore

DRIVETRAIN

  • Primary Drive: Gear, 36/68 ratio
  • Gear Ratios (overall) 1st: 14.272
  • Gear Ratios (overall) 2nd: 10.074
  • Gear Ratios (overall) 3rd: 7.446
  • Gear Ratios (overall) 4th: 6.006
  • Gear Ratios (overall) 5th: 5.037
  • Gear Ratios (overall) 6th: 4.533

CHASSIS

  • Exhaust: Black two- into-one exhaust
  • Wheels, Front Type: Black, 7-Split Open Spoke Cast Aluminum
  • Wheels, Rear Type: Black, 7-Split Open Spoke Cast Aluminum
  • Brakes, Caliper Type: 2-piston floated front and rear

PERFORMANCE

  • Engine Torque Testing Method: EC 134/2014
  • Engine Torque: 65 Nm
  • Engine Torque (rpm): 4,000
  • Lean Angle, Right (deg.): 37.3
  • Lean Angle, Left (deg.): 40.2
  • Fuel Economy: Testing Method: EC 134/2014
  • Fuel Economy: 4.3 l/100 km
  • CO2 Emissions: Testing Method: EC 134/2014
  • CO2 Emissions: 103 g/km


Gallery


This review first appeared in American V Magazine. It’s republished here with permission.

For the full review and for more excellent coverage, check out Issue 86 of American V.

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Celebrating the American motorcycle in its broadening range of guises, viewed from a riders' standpoint.

A couple of Harley-riding fools, who had the strange idea that just because major UK publishing houses considered Harley-oriented magazines to be the poison chalice of motorcycle publications, didn't mean it couldn't be done: just needed doing properly and for the right reasons.

REVIEWS

Ride Review: We’d buy a Triumph Tiger 800 XC in an instant – If we had the money!

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We often speak about riding into the ‘middle of nowhere’ – that place where we’ve lost GPS signal, there’s no bars on the mobile phone reception and there isn’t a petrol station for miles around – but it’s usually a metaphor and doesn’t really exist.

Yet somehow, Triumph found us that place for the Tiger 800 launch and we can”t wait to return.

Our ‘middle of nowhere’ for the Triumph Tiger 800 test is in and around the wasteland of lake Lalla Takerkoust in Morocco. It’s a fitting location for the smaller bike in the Tiger range that Triumph hope is to become synonymous with adventure.

What kind of adventure chosen is up to the individual of course and everyone has to decide for themselves – it could just be a ride through the centre of the city at rush hour, or a trip through the African savannah. Regardless of your pursuits, Triumph say that they now have a very clear Tiger 800 range that should offer something for everyone. But even after speaking with Triumph’s Chief Engineer Stuart Woods it took us longer than we would like to fully comprehend the difference between the Tiger XR, XRx, XRxlrh, XRt, XCx and XCA.

For those who are of a similar mindset, the closest we could come to was this… The XR is for asphalt use and is available in a basic version (XR), the same bike but slightly more richer equipped (XRx with LED daytime running lights, handle heating, TFT color dashboard, etc) or as a luxury model (XRt with heated seat, full LED, extra driving modes, fully adjustable Showa suspension, etc).

The lrh version, or Low Ride Height, is considered a completely separate model because the engine not only receives a lower saddle, but also a lower suspension. It’s nice that Triumph takes into account a slightly shorter riders!

This logic is then extended out from the XR series to the more off-road orientated XC range. However, there isn’t a ‘basic’ XC version, just the XCx which is already reasonably well equipped and then the XCa which has all of the bells and whistles thrown at it.

Anyway, enough letters and versioning, as motorcycle journalists we get to feed our egos with only the best models, so the XRt and XCa are presented to us and the heated seats are immediately welcomed as we set off towards the Atlas Mountains.

The addition of new toys and electronics make an already good ride even better

The first few kilometres are enough for us to determine the marked differences between this and the previous Tiger 800. Of course the most immediately visible from a rider’s view is the new colour TFT dashboard screen and handily adjustable windshield. From an aural perspective the new 800 has a narrower exhaust damper that sounds a lot deeper in low revs and roars louder as you open the throttle. It’s the perfect amplifier for that wonderful, triple engine.

The Triumph engineers will say that there are more than 200 improvements made to this new Tiger 800, but whilst the changes made may be many, the bike still feels comfortably familiar. This is no bad thing either, as the Tiger 800 was always a relatively light and fun bike that didn’t shy away from the task of tackling heavier roads.

Certainly during the first test drive on the road with the XRt it is noticeable how smoothly the three-cylinder picks up from the bottom and still pulls hard up to the red zone at 10,500 rpm. The sports mode with it’s 95hp isn’t the most potent of machines on the market, but this just means it’s a machine that we reckon everyone would be able to handle. In this respect the gearing has been tweaked too – enabling a shorter first gear that means that riders should now benefit from better control of immediate torque when compared to the previous version – especially when off-road.

Where the Tiger 800 really shines through is with it’s balance of components, comfort and riding characteristics. The wide handlebars offer a solid lever, the tank is well-formed and offers a lot of ‘grip’ and it’s interesting to note that the larger 21″ front wheel on the XCa is almost as neutral and familiar as the XR.

Who ever thinks that an 800cc three-cylinder is too heavy to play in loose sand, between the rocks or on jumps, must revise this opinion immediately

All of the Tiger 800s (with the exception of the base model XR) come with Brembo front brakes too, and these do a fantastic job of offering balanced bite in well-managed doses. And of course there is the adjustable ABS that really handles itself well in even the most treacherous of circumstances.

After a whole day of touring, we become convinced that the new Tiger 800 isn’t so much a revolution of the previous machine as opposed to a measured and balanced evolution of it. The engine was already great – it still is – and the addition of new toys and electronics make an already good ride even better.

The next day sees us on the XCa’s equipped with Pirelli Scorpion Rally studs and playing some more on the Moroccan trails.

Even more so than on the road, it strikes us just how well balanced the XCa is and how smoothly this engine comes out to play.

Who ever thinks that an 800cc three-cylinder is too heavy to play in loose sand, between the rocks or on jumps, must revise this opinion immediately. Admittedly, it doesn’t take long before the bottom plate has claps,the soil underneath, but that’s what it’s for!

We do wonder if the plastic hand caps and tank parts would survive a slight crash just as quickly though.

After just a short ride in the sand, it dawns on us that this is the real, natural habitat for for the Tiger 800. The XRt is undoubtedly the more thoughtful option for the busy road traffic, but given a choice we would buy an XC in an instant, slip on the off-road studs and drift, slip and jump my way along any dirt I could find, powered by that sumptuous three-cylinder soundtrack.

If we had the £12,500 to spend on such a machine that is! And that’s before we’ve even added the cost of the panniers.

The Tiger 800 is a beautiful machine and the equipment is as top-level as a rider can get, but secretly we dream of a Tiger 800 XC with as little bling and glamour as possible. Forget the iPad like dashboard, the 27 rider modes, electronic aids, heated grips or Brembo brakes and give us a basic XC package for around £9,500.

Sure the ride won’t be quite as pleasurable, but then the tent we would have strapped to the back wouldn’t come with air-conditioning either and we’d be ok with that!

Specifications

Triumph Tiger 800 XRt
Engine:
  800cc, 4 kl./cil., Water-cooled 3-in-line  
Max. power:
 95 hp / 9,500 rpm 
Max. torque:
    79 Nm / 8.050 rpm 
Transmission:
  zesbak, chain 
Frame:
  steel trellis frame 
Front suspension:
  43 mm Showa fully adjustable suspension 180 mm 
Rear suspension:
  Showa monoshock, fully adjustable, suspension 170 mm 
Front brake:
  305 mm discs with Brembo radially mounted four-piston calipers, ABS 
Rear brake :
  255 mm disc with Nissin twin piston caliper, ABS Front 
/ rear tires: 
 100 / 90-19 / 150 / 70-17  
Dry weight:
 199-208kg, depending on model 
Seat height:
  810 – 830 mm 
Tank capacity:
      19 l. 
Colours:
  Silver Ice, Crystal White, Matt Cobalt Blue

 

Triumph Tiger 800 XCa
Engine:
  800cc, 4 kl./cil., Water-cooled 3-in-line  
Max. power:
 95 hp / 9,500 rpm 
Max. torque:
    79 Nm / 8.050 rpm 
Transmission:
  zesbak, chain 
Frame:
  steel trellis frame 
Front suspension:
  43 mm WP fully adjustable travel 220 mm 
Rear suspension:
  WP monoshock, fully adjustable, travel 215 mm 
Front brake:
  305 mm discs with Brembo radially mounted four-piston calipers, ABS 
Rear brake :
  255 mm disc with Nissin twin piston caliper, ABS Front 
/ rear tires:
 90 / 90-21 / 150 / 70-17  
Dry weight:
  199-208kg, depending on model
Seat height:
  840 – 860 mm 
Tank capacity:
      19 l. 
Colours:
  Korosi Red, Crystal White, Marine


This review was first featured on MaxxMoto. It’s translated and republished here with permission.

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REVIEWS

Ride Review: The Kawasaki Ninja H2SX SE will have you planning an Autobahn or Nürburgring trip immediately!

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What do a Suzuki Hayabusa, Yamaha VMax, Honda Fireblade and a Screamin’ Eagle Stage 3 tuned Harley-Davidson all have in common? They’re all now humbled at the lights by the touring Kawasaki H2SX!

SUPERCHARGER! It’s a word that belongs in the Fast & Furious movies, next to Turbo Boost, NOS Injection and Intercooler. But since the introduction of the bonkers Kawasaki H2R three years ago it’s a word that motorcyclists can no longer ignore. Now, in 2018 you can add a whole dollop of Supercharge juice to your vocabulary because the more ‘ordinary’ H2SX is here.

Let’s get real for a second, a supercharged engine sounds cool and impressive in promotional material, but at €25,000 the shine could quickly be lost towards what is essentially a motor that’s built to just go in a straight line.

Take the block out of the H2, bring in the knowledge gained from the competent and much praised ZZR1400 and the Z1000SX, throw in a couple of panniers and you’re onto a winner. Right?

Now that the hype has died down a little bit though – and with the introduction of the supercharged H2SX tourer – Kawasaki are hoping to profit from bringing the same engine to a wider market and with a reduced price. Could this be the sweet spot the big green machine?

We were invited over to Estoril in Portugal to find out.

At first glance, all of the necessary elements are there… Take the block out of the H2, bring in the knowledge gained from the competent and much praised ZZR1400 and the Z1000SX, throw in a couple of panniers and you’re onto a winner. Right?

It’s not so simple.

At a ‘performance workshop’ the project developer, Watanabe-San explains that Kawasaki have had to completely redesign the H2 block for the new H2SX; adding lower consumption and more torque to the low and mid-range areas.

We start the test in the usual, gung-ho way; full-power, giving it everything, and immediately discover that going from zero to full in freezing temperatures on wet asphalt is not the greatest of ideas.

And then there are the electronics.

From the moment you come face-to-face with the new H2SX, the LCD display strikes as something completely new for the famous green marque. The buttons on both left and right bars are extensive enough to feel initially overwhelming and the functions that they enable are extensive enough to put the most technologically advanced of all modern tourers to shame. There’s no electronic suspension but with multiple dashboard layouts, adjustable driving modes, three levels of traction control, switch-off’able quick-shifter, cruise control and launch control there’s enough to get to grips with.

We start the test in the usual, gung-ho way; full-power, giving it everything, and immediately discover that going from zero to full in freezing temperatures on wet asphalt is not the greatest of ideas. Couple this with fresh Bridgestone Hypersport S21s that have yet to be ‘scrubbed in’ and the drifting from both tyres and buttocks is enough to send a shiver of fear up the spine.

So traction control on medium and riding mode put back firmly into the ‘middle’ it is then.

It’s a motion that doesn’t take as long as I had first feared – the controls are intuitive enough to be done on the fly, and help to settle the nerves.

It’s really not the greatest of conditions in which to test the H2SX’s abilities to be honest and after 250kms of riding in ice cold wind and rain it’s all that we can do to keep going. Riding comfort wise everything is fine and with a nice, wide tank and spacious seating position there’s nothing to complain about. But that cold wind?!

The windshield is large enough to hide behind and take the edge off of most of the buffeting and heated grips coupled with electronic ‘castration’ tools mean that we make it to our destination as relaxed as possible.

But a sunny day at Estoril circuit the following day is all that we can think about to keep us going towards our destination.

Finally, we give it some gas.

It’s an early morning start, but we don’t truly wake up until we put the supercharged engine into the limiter at the beginning of the first, Estoril straight. Launch control for the win!

The electronics ensure that everything goes to plan and all you need to do is to find first gear and then open up the throttle.

‘Watatatatataaa!’ then the whistling of the wastegate before letting the clutch lever rise. Bam!

‘The braking point is just around the third bridge’, is the advice offered by the PR-man before we start. In truth that’s about one bridge too far for this rider and the double-disc brakes have trouble scrubbing the incredible speed from my H2SX and the gravel is just about avoided.

After a while of careful measuring and balancing, the potential of the engine is realised and it’s striking just how much more powerful the motor is at the bottom end when compared to the H2. It just doesn’t matter what gear you’re in or what speed the engine is running at; whatever power you need is available, seemingly on tap.

The brakes struggle a little on track after a while, but there is nothing to suggest that there won’t be more than enough stopping power for even the most spirited of rides on a public road.

‘Watatatatataaa!’ then the whistling of the wastegate before letting the clutch lever rise. Bam!

The suspension in this regard is excellent. At 256kgs the H2SX isn’t exactly svelte and in chicanes the fat rolls take some effort to tuck back in, but it’s smooth and managed. And there is always that throttle response to aid in allowing the extra gas needed to get you back onto the riding line.

It never ceases to be breathtaking ;the 200 horses coming out of that 998cc four-cylinder beast is something that will never get old.

And this is a tourer don’t forget. So once all of the modern touring equipment is back on the machine and the sporty underpinnings are still available, what’s not to get excited about?

So where exactly is the catch? It’s a question that is asked of us throughout our time with the machine. And the only real issue with the Kawasaki H2SX is one of compromise.

Do you want an super-comfortable Grand Tourer? Or do you want the world’s fastest sportsbike? The H2SX is not going to be the best in class when compared to pure machines in each of those segments. But if you want an engine that is at home on all roads, across all markets and is unbeatable in a straight line, then you can start planing your first Autobahn or Nürburgring trip now.

Specifications:

Kawasaki H2SX 
Engine: 998cc, 4 kl./cil., Liquid-cooled 4-in-line with compressor
Max. power: 200 hp / 11,000 rpm
Max. torque: 137.3 Nm / 9.500 rpm
Transmission: zesbak, chain
Frame: steel lattice frame
Front suspension: 43 mm UPSD, fully adjustable, suspension 120 mm
Rear suspension: monoshock, fully adjustable, suspension 139 mm
Front brake: 330 mm discs with 4 piston calipers
Rear brake: 250 mm disk with 2zuigerremklauw
Tires Front / rear: 120 / 70-17 / 190 / 55-17
Wet weight: 256 kg
Seat height: 835 mm
Tank capacity:19.0 l.
Colors: Emerald Blazed Green / Metallic Diablo Black (SE)


This review first appeared on MaxxMoto ; It’s translated and republished here with explicit permission.

 

 

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