Harley-Davidson Softail Deluxe & VRSCR Street Rod, Robb Report Motorcycling, Summer 2005
Harley-Davidson may be a classic American success story, but changing with the times has long been a delicate issue for the iconic company. While dyed in the wool aficionados have anchored Harley's reputation as one of the great examples of corporate branding for almost a century, evolving tastes and marketplace pressures have put the onus on the word traditionalists detest: change.
The 2002 introduction of the radically styled V-Rod proved to the world that Harley could build a bold, contemporary bike that competes with the best from Japan. The futuristic cruiser was a daring step forward, challenging the nearly century-long conceit that a Harley must have an air-cooled engine wrapped in conventional styling. While it opened the brand to a new group of buyers, it also alienated a core group of enthusiasts who screamed bloody murder at the bike that flew in the face of company tradition.
Three years and 50,000 happy V-Rod owners later, customer attrition has more than been recovered. Stubborn die-hards who swore off the brand have reconsidered and rediscovered Harley, finding, much to their shock, that the company is everything it used to be, and more.
Perhaps no two bikes represent the company's past and future spirit more clearly than the new 2006 VRSCR Street Rod and the 2005 Softail Deluxe.
A rolling showcase of Harley-Davidson heritage, the Sotftail Deluxe is a sort of time capsule that recalls the heyday of archetypal American cruisers. Though it shares visual cues with the 1949 HydraGlide-- the first Harley to feature telescopic front forks-- the Softail was actually introduced in 1984. The model incorporated, even in its earliest iteration, Harley's first overtly "Retro-Tech" approach to bike design: familiar, nostalgic details coupled with the latest technology. All but the earliest 1984 Softails were equipped with the new Evolution V2 engine, a V-Twin that boasted a light alloy top end. Though the basic V-Twin design has been largely unchanged since 1936, the V2 was an evolutionary step that paved the way for the Softail's current Twin Cam 88B engine, a balance-shafted, 88 cubic inch powerplant that produces its peak torque of 85 ft. lbs. at a mere 3,000 RPM.
The convincingly authentic appearance of the Softail Deluxe channels the ghosts of Harleys past: whitewalls, long-barreled shotgun pipes, and chromed details such as the sculpted headlight and bullet signals, all of which sit on a lowered suspension. Centered on the massive gas tank is a retro style speedometer with no accompanying tachometer, recalling an era when engine RPMs were heard, not seen.
A twist of the throttle provides a smooth rush of power that is neither peaky nor vibrational, producing an even flow of torque coupled with the pleasingly familiar, signature Harley exhaust gurgle. The sound may be great, but the Softail's fury is minimal, as its 676 lb. dry weight figure combined with its relatively modest power output is clearly intended for easy cruising, not supersonic acceleration. Softails are available with either Electronic Sequential Port Fuel Injection, or-for history buffs seeking to keep it real-- a good old-fashioned carburetor.
Braking requires relatively high lever effort, and stopping power is less than stellar, which is not inconsistent with the overall intentions of the bike; one must think ahead when decelerating this massive boulevard cruiser.
Inseam-challenged riders will be pleased to know that the Softail sits a mere 24.5 inches from the ground, producing a relatively low center of gravity that feels surprisingly unencumbering. Ornate floorboards provide comfortable resting surfaces for boots, but scrape quite easily, and no doubt contribute to the bike's modest 28° lean angle. The Softail is not intended as a canyon carver or a sprinter, but its relaxed and upright seating position provides a clear view of the road while doing what it does best. Hidden horizontal rear shocks provide a hardtail-like appearance, and the ride is firm but not completely jarring on irregular roads.
Modern touches like electric start and fuel injection peacefully coexist with the retro feel, making the revised classic suited to practical, everyday riding. While the Softail's lavish aesthetics appeal to the most soft-hearted sentimentalists, the velvety powertrain removes any of the unpleasantries associated with early bikes unblessed with such a finely balanced powerplant. The 2005 Softtail Deluxe is a win/win package that successfully celebrates the past while conceding to convenience and refinement in all the right places: where they can be felt and heard, but not seen.
On the subject of concession, hardcore Harleyphiles were quick to point a finger when Porsche was enlisted to help build V-Twin heart of the 2002 V-Rod. However, most finger-pointers are probably not aware that when William S. Harley and Arthur Davidson set out to build the company's first motorcycle shortly after the turn of the century, they consulted a German draftsman by the name of Emil Kröger. Well-acquainted with the vagaries of internal combustion engines, Kröger presented his cutting-edge expertise from Europe to the famous entrepreneurial duo, helping develop the first Harley engine. The rest, of course, is history.
Fast forward to 2002: the V-Rod may not have reinvented the motorcycle as we know it, but it certainly did revolutionize Harley-Davidson. Based on the VR1000 race bike engine, the V-Rod's 1130 Revolution V-Twin powerplant boasted very un-Harley features like liquid cooling, four valves per cylinder, overhead cams, dry sump lubrication, and hydraulically tensioned chains. Externally, the first model was available only in a silver, chrome and satin aluminum scheme; less "Easy Rider," and more "Blade Runner", though its 38° fork angle was clearly a nod to the traditional cruiser crowd.
On the heels of the V-Rod's success, and safely after the reassurance of loyalists who feared that Harley had lost its soul, the Motor Company has followed up with a sportier interpretation of the iconoclastic cruiser.
The new VRSCR Street Rod's revised seating geometry is the biggest clue to its more aggressive personality: the rider's torso and arms stretch further forward and legs sweep back, in comparison to the original V-Rod. Though some riders have complained that the revised seating position leads to inadvertent application of the rear brake, the overall feel is more rewarding for high performance riding. The new ergonomics produce a more aggressive road stance, and a seating position that's 4 inches higher allows for a steeper 40° lean angle, a welcome gain for Harley riders seeking to keep up with Japanese sportbikes on the twisties.
Assertive riding is made easier with a slight horsepower bump to 120, thanks to new straight-shot chrome dual exhaust pipes. Staying consistent with the performance theme, the Street Rod's four-piston Brembos provide some of the best brakes ever in a Harley, which is of particular value to the Street Rod, as it weighs in at the mid-600s with fuel.
At that considerable weight, the Street Rod still feels manageable thanks to the revised seating geometry and the harmonious union between the torquey, high-revving engine and the well-chosen transmission ratios. Whatever transitional nimbleness the Street Rod may lack is made up for with its shorter wheelbase, more vertically positioned inverted forks, and performance calibrated rear shocks.
The Street Rod's road presence shares the robust and unapologetic personality of the Softail Deluxe, only slimmed down and swept forward into a sleeker, more aggressive, and far more modern package. Handling is solid and responsive, requiring more attention due to its accuracy of steering and definitively anti-cruiser sense of urgency. The Street Rod's handling may not approach the crispness of world-class sport bikes, but it certainly does manage to take Harley-Davidson places it's never been before with a confident swagger befitting the company's larger than life reputation.
In a fitting irony, the Street Rod's engine is simultaneously the biggest departure from the Harley-Davidson tradition, and the singular element that brings the bike closer to the company's core values. Much like Porsche's controversial move to produce water-cooled 911s, their decision to add a radiator to the front of a bike flew in the face of conventional thinkers who believed that a liquid-cooled Harley was blasphemous. Once the dust settles and the bike is left to defend itself against the sea of large volume manufacturers and niche brands, it is the Street Rod's unmistakable exhaust note that differentiates it from the crowd. It may be more refined than the raw gurgle of the Softail's signature sound, but it is nonetheless clearly a chip off the old Harley block, an aurally rich and evocative sound that recalls both the company's storied past and its vibrant future, while providing a satisfying combination of low-end torque and high-end power all the way up to the 9,000 RPM redline.
While staying true to the Harley-Davidson DNA, the Softail Deluxe and VRSCR Street Rod offer dramatically extremes in style and function. Call it branding or mystique-- whatever that x-factor may be, few companies creates the uniquely American statement Harley-Davidson does.
Basem Wasef
info@basemwasef.com
323.791.8560