Roehr Motorcycles has revealed their new V-roehr 1130 superbike, powered by the Harley-Davidson Revolution engine, the same engine found in all of Harley’s V-Rod variations. Housed in carbon fiber bodywork with strong hints of Ducati, this new bike looks to have a lot of potential. As we’ve said many times, big twins need something other than a cruiser frame to show their stuff and this could do it. Production of the first 50 units is slated to begin next year with a price of $39,995.
We’ve reported on the Roehr Motorcycle company before and the long gestation period for this bike. It looks like they are getting a lot closer to getting the bike out the door. I really like the current choice of the Revolution engine, especially since there are so many performance upgrades available, some of which will be offered by Roehr raising power to as much as 180 hp.
The price is very reasonable, the design, while not spectacular is certainly nice and I have to believe the V-Rod power could make this a pretty sweet ride. It will be very interesting to see how the actual production model performs. More American sport bikes, … I like this.
Press release with specifications, photos and link below:
Roehr Motorcycles introduces the V-roehr 1130 superbike, a new generation of American motorcycle.
Powered by the Harley-Davidson* Revolution* engine, the V-roehr combines modern state-of-the-art engine technology with a race track inspired chassis design, resulting in a truly modern American sport bike.
The design goal for the new superbike was simply to produce the fastest, most powerful, and finest handling machine, using the best American engine available.
The Harley-Davidson* Revolution* engine was chosen due to it’s superior power potential, modern high tech design and durable construction, allowing reliable high power output potentials.
The engine is housed in a composite CrMo steel and aluminum composite beam frame, consisting of large diameter, internally ribbed steel main beams, bonded and bolted to billet machined aluminum swingarm pivot plates.
This design uses these two materials in areas of the frame in which their material characteristics are best suited, yielding a stiff, light weight structure that provides excellent feedback and rider feel.
This light, compact frame, combined with ideal chassis geometry and mass centralization provides an exceptionally responsive, stable and balanced handling dynamic.
Side mounted radiators provide a forward engine position allowing a suitable wheelbase and ideal weight distribution.
The V-roehr is also equipped with the finest chassis components available. Ohlins suspension, Brembo brakes, Marchesini wheels and beautiful bodywork in aerospace quality carbon- fiber.
Designed and constructed by company founder Walter Roehrich, the V-roehr delivers the power, performance and beauty unmatched by current American sport bikes.
Roehr Motorcycles will also offer a full line of high-performance parts and accessories, with engine kits producing up to 180hp.
Production of the first 50 units is scheduled to begin in 2008, with pricing estimated at $39,995.00.
Escrow deposits to reserve your V-roehr will be accepted starting Aug.1st 2007 for 2008 delivery.
Technical Specifications:
Engine:
Type 2 cylinder, liquid cooled, DOHC, Counterbalanced, 60deg, V-twin
Displacement 1130cc
Bore X Stroke 100mm X 72mm
Compression ratio 11.3 / 1
Transmission 5 speed
Clutch Wet, multi-plate, hydraulic actuation
HP/Torque 120hp / 75lb/ft
Final drive Chain
Chassis:
Type Steel/aluminum composite beam frame, 4130 steel/ 7075 aluminum
Wheelbase 56 inches (1422mm)
Rake/trail 23.5deg. / 97mm
Seat height 31.5 inches
Dry weight 425lbs. (193kg)
Front suspension Ohlins 43mm fully adjustable upside-down fork with TiN
Rear suspension Ohlins fully adjustable linkless monoshock
Front Brakes 2 x 330mm semi-floating discs, radially mounted Brembo monobloc
4 piston calipers. (Production version)
Rear brake 245mm single disc, with 2 piston Brembo caliper
Frt. Wheel/tire 3.5 x 17 forged aluminum 10 spoke Marchesini, 120/70 ZR17 tire
(Production version)
Rear wheel/tire 6.0 x 17 forged aluminum 10 spoke Marchesini, 190/55 ZR17 tire
(Production version)
Fuel tank capacity 3.6 US gallons
The_Ogre says
About bloody time, I think. I’m still scratching my head, wondering why Harley’s Buell division let themselves get so thouroughly scooped like this.
zipidachimp says
right on, OGRE! throw a v-rod in a buell, go racing!
somebody fell asleep at the switch, and it wasn’t roehr! lol
zipidachimp says
there’s another point. when the v-rod engine became available, why didn’t buell switch all of their production to it, instead of staying with the old lumps? talk about lost opportunity.
the v-rod can probably be designed/sleeved down to to 1000cc, america would have had it’s own home-grown ducati. double lost opportunity! bloody shame.
aaron says
I think I’ve seen this bike before… well, parts of the bodywork, anyways. rsv mirrors, 999/desmoseidici aftermarket conversion seat and the fairing upper, the tank and mid fairing look vaguely vfr-ish. R1 exhaust and shields. It does look nice, but maybe not $40k nice. it likely won’t matter, because there’s probably at least 50 people that want to buy something like this just because it’s american made. I wouldn’t be suprised if more than a few get a “stars and bars” themed paint job.
I like the bolt together frame concept though!
Sean says
I was thinking I’d seen this before too. Check out the front, then take a close look at that famous Italian marque’s recent top-of-the-line superbikes. And then, look closely at how the Ducati logo is positioned, compared to the Roehr logo. I like the bike, I like it a lot, and if they fixed the sound then I’d be on the lookout in the next few years. Either or, it’s about time America started putting out a decent Moto GP effort, and this bike looks to be a good start.
noodle says
Buell in a recent interview stated the the V-Rod engine is too heavy and oversized for him to use in a bike.
Bryce says
Reasonably priced? Really?
Sean says
Reasonably priced if you like buying custom made bikes. One little quibble though, why this obsession with aerospace quality carbon fibre? It makes the bike a bit lighter, true, but it’s also really expensive. What’s wrong with good old fibreglass? Or perhaps just everyday, run of the mill carbon fibre? The mind boggles at how many motorcycle products are touting their carbon fibre everywhere.
Matt says
About friggin’ time!
Polaris/Victory, are you paying attention?
Mark L. says
As someone who was intimately familiar with the creation of the V-Rohr from the begining, I can assure you that the bodywork was done long before the 1098 was released. the resemblance is pretty interesting though.
2 world famous motorcycle/sportbike designers did several renderings of the bike before bodywork was built.
The “Tank” isn’t a tank, it’s the airbox. The engine needs a LARGE plenum chamber to run right. The scoops are functional air intakes. The actual fuel tank is located under the seat, which is why it only has 3.6 gallons of fuel capacity. Room is a big issue.
The mufflers are R1 sourced. Most of the rest of the bike is all custom designed parts, using Autodesk Inventor 11 Professional solid modeling software, and Ansys FEA to fit parts before manufacturing.
Moving from the V-twin 500cc 2 stroke to the V-Rod based engine required 100’s of new parts to be designed and built. A large task for a small company.
But the bike is beautiful, and the V-Rod based engines have been tested (and road tested) to over 180hp by several companies, and they are pretty spectacular to say the least!
At an actual weight that is about equal to a 2007 GSXR-1000, and with a power up kit at 180 RWHP and torque in the 110 Ft lb range, it makes a pretty spectacular ride.
Read, enjoy, buy!
Mark
Schneegz says
While I applaud the effort and concept of an American superbike, I’m left wondering why anyone would choose this bike over a Ducati 1098. The 1098 is immensely more powerful, far more attractive, and costs less than half the price of Roehr. Where is the advantage?
Ryan says
Hmmm,
I like ‘American Made’ as much as the next guy, but it would be a big jump to decide on this bike when a Ducati 999 (not 1098) would keep about $22k in my pocket for upgrades. I really like the idea of the revolution engine being used, butu how about some identity.
kneeslider says
The price keeps popping up in comments, on this bike and many other low volume motorcycles. It came up with the Wakan 1640 and more than a few questioned the Confederates, too.
If what you want is a Japanese or European motorcycle from an established major company turning out many thousands or even millions of motorcycles, any dealer can set you up with something in the price range you are looking for.
If a small company, starting from scratch, designs and builds a motorcycle using high quality components the price will be a lot higher, there’s no way around it unless they want to give them away and go out of business. Give these guys a break! From the people and time involved to the equipment necessary to build everything to the parts from suppliers to the many pieces that have to be designed and tested, … how does that get paid for?
If Roehr or any of these other companies is successful selling these initial bikes, perhaps they can build in higher volumes if they want to and perhaps the price will come down. But these first bikes are not supposed to be an option to the guy who would otherwise buy a Ducati or Gixxer.
I also think the Revolution engine will give this bike a fighting chance in a market where their initial engine choice would have relegated them to a short life as an indistinguishable low volume bike. Wrapping this bike around this engine will attract attention and I think, buyers. And if, as one commenter said, Buell didn’t like the engine because it was too heavy, I think Buell made a mistake.
This bike will still have to prove itself when it is ridden to see how everything actually works but the V-Rod sportbike idea may get a lot of people to look when they would otherwise not. I’m rooting for this one.
Schneegz says
RE: kneeslider Says;
I don’t think the economics are in doubt here. However, no matter how sound Roehr’s business model may be, the price puts the bike well out of my reach. Therefore, someone other than I will have to absorb Roehr’s initial manufacturing and R&D expenses. My question is, what makes this bike so special that a person with enough expendable income to buy one would be willing to drop the necessary cash?
Maybe Roehr should have made the bike’s appearance more unique, or squeezed more performance out of the engine in base form. I don’t know, and that is why I ask.
Whatever the case may be, I wish Roehr nothing but success. It’s a shame that the American motorcycle manufacturing base is so monolithic. I just hope Roehr will soon build a naked bike I can afford that around that engine.
hoyt says
Will the 180 hp be achieved by supercharger or turbo? I’ve seen some nice kits that do not alter too much of the stock look.
Anyone know what the rules are for the “Battle of the Twins” in terms of supercharging or turbo ? It’d be nice to see this bike battling with the Big Bore Guzzi that won this year.
A well-tuned Revolution motor sounds great & the unit construction drivetrain makes bikes like this more possible. Congratulations everyone at Roehr….
setting the stage for more superbikes made in the Western hemisphere. (small batch &/or mass produced)
Kneeslider, some of the gripes about price may not have been directly pointed at Roehr’s exceptional effort; but more about the overwhelming anticipation & (rightfully) impatient wait for a US-made superbike. A superbike that is competitive & competitively priced. (forgetting that to reach that market, it has to be mass-produced).
I personally hope the small batch OEMs will continue to prosper. The consumer benefits by having the small batch OEMs since they innovate more, relatively speaking. (e.g. Bimota, MV Augusta, Confederate, Moto Czysz, Roehr)
That doesn’t change the notion that perhaps no better time since the board track days has a healthier market existed for the western hemisphere to mass produce a superbike. Polaris could be the best option with talented people like Dr. Tuluie.
The in-line 4s from Asia, the twins & triples from Europe, the ??s from the west….how will the west represent?
hoyt says
I bet this bike looks fantastic in person (especially all black). The tail section is a bit high & I wish there was a way to show off the motor by repositioning the radiators somewhere else…..not an easy task.
functionally? it would have a huge grin factor with that torque and sound.
todd says
I too question the extremely obvious nod to Ducati styling. Is this bike supposed to appeal to Ducati riders? Is it supposed to appeal to Harley owners? If so then this bike will only attract Harley owners who wish they had a Ducati (or vice versa). At last count I’ve never found anyone like that. Where’s the American pride? It’s like telling the world the Italians are the kings of motorcycle styling. It’s been said before, Roehr should have chosen a slightly more unique design.
How about giving some Art Center student the chance of a lifetime to design the bike pro-bono?
-todd
kneeslider says
What about the appeal of an American sportbike? Not Harley riders or Ducati riders, but someone looking for an American sportbike, especially one powered by an American engine. I don’t know for sure, only the market will tell, but I bet there are more than a few who would buy a real high performance American powered sportbike if one were available. Yes, I know, … Buell. Although Buell is a nice bike, it has quirky styling, you either like it or you don’t and I think many don’t. It also could use a bit more power to go head to head with the Ducatis and Gixxers but the Roehr should have that handled and the styling is far more conventional so you don’t have that hurdle to clear.
I like the Art Center student idea …
Chappy says
OK, here we go…
First of all I would like to commend the people at Roehr Motorcycles for doing this because at least they are living the dream, not to mention I doubt any of us have our own motorcycle company so who are we to comment, right?
That being said I do have my opinions, as an industrial designer myself, that I would like to throw out. I am no expert by any means and personally design architectural signage, but motorcycles are my passion and one day hope to be able to do what Roehr is doing.
First of all, the styling, it is a obvious attempt to copy Ducati styling and when I clicked on the link the first thing I thought was why does that Ducati look so out of proportion, then I realized that is was just a bad copy by “2 world famous motorcycle/sportbike designers.” Was one of those designers Terblanche because it looks very 999ish. A bike in this price category needs to be, if nothing else original because most of the time they can not match the performance of much cheaper mass produced machines. MotoCzysz, Bimota and Confederate are examples of this. They are high end, borderline art, exclusive, and while they will push bounderies they will always just be toys for the rich and that is fine. The Roehr looks like a fine machine and as far as I can tell from the pictures well made and high end (ohlins and such) but it is competing against other high end bikes that offer more styling (resulting in more soul, or at least evokes ridiculous emotion from a possible buyer), more history (Bimota), and more performance (the MotoCzysz is truly a mechanical work of art even though it will probably never actually be a competitive MotoGp bike).
Secondly it is hampering itself with that motor, at least with the two stroke or the Highland based motor the bike would have made up being down on power with it’s light weight (I read on another site once that the RV1000 was the Highland motor but that information could of been wrong of course, this is the internet). Plus with a more unknown motor the bike would not be considered just another over-priced Harley powered kit bike (this is a problem for Confederate and has a lot to do with why Mr. Chambers wants to build an engine of his own for the Renovatio based off Chevy smallblock internals). Finally the biggest issue with the engine is that it is still way down on power in stock form (and too heavy) compared to Japanese and Italian liter bikes and if you think you can make 180 reliable horsepower with that engine why don’t you call some ex-team members from Harley’s VR1000 superbike project and ask them about that. The VR1000 raced in Superbike when all of the competition was in the 180 to 200 horsepower range and the VR was underpowered and notorious for blowing up. 180 horsepower is way to much for that motor to be able to able to survive on the street.
I also do not mean to say it is going to be a bad bike, it could turn out to be a very good high end sport bike but that is what it will be as the bike misses the mark as America’s great contender (first of all it displacement renders it illegal for MotoGp, Superbike, or even FX as it is under current rules). Like I said though this is just my opinion and considering the price of the bike it is out of my price range anyway so I cannot consider it for my next bike. However I do know people with more money than sense and I doubt this bike has enough performance and originality to be a major player in the high end market.
Sorry for the long-windedness,
Chappy
Mayakovski says
Very nice bike;
But about $20,000.00 too much.
$39,995.00, only if that is for 2 of them.
Tom says
Cool!! I love V-Twins, and the styling does seem very Ducati . . . in a good way.
As for Buell, the semi-official word has always been that the V-Rod engine was too big and heavy for their goals. An XB12R is 395 lbs dry and 103 HP vs this 425 lb 120 HP beauty. With those numbers in mind, it doesn’t seem that this engine in a Buell would be the kind of leap forward I’m hoping for.
. . . and speaking of that leap forward, there’s been a lot of “chatter” regarding Buell’s 2008 bike, so don’t be so sure that Roehr has scooped them yet. As much as I’d like to see Roehr get this thing going, if Buell pulls the cover off a lower-weight, higher power, reliable $13,000 American sport bike this summer for sale before Roehr starts taking deposits, that could be a kick in the gut of Roehr’s business plan. All good news for us, of course, but if I were Roehr, I’d be biting my nails and hoping the rumors don’t pan out.
Mark L. says
Wow.
I can answer a few questions for parts that I am responsible for, but not others, simply because it is not my place to answer them.
As a former team owner on the AMA Superbike and FUSA circuits from 1985 until 1998, and having raced FBF888 Ducatis, Muzzy Kawasaki superbikes (the REAL superbikes {RMRF9504 bikes} not customer bikes), and factory engined VR1000 Harleys, I can make the following statements:
1. The VR1000 engines that we got from Gemini Racing were 128 hp and 77 ft
lbs.
Mark L. says
2. The Muzzy ZX7 engines were 147 HP and about 70 ft. lbs, and
3. the Ducatis were 138 hp and about 85 ft lbs.
The 180 HP is real world with a big bore slightly stroked motor.
Mark L. says
The 120 hp listed in the specs are for an internally stock motor. It simply is the way it has to be done for a lot of reasons. Liability, re-liability, and a lot of other reasons.
Most people do not know this, but as a person whom has been inside both the VR1000 and the Vrod motors, they are very different animals. The VR1000 was a sand cast learning project from the begining, and was all the way to the end. When the press releases claim the Vrod is BASED ON the VR1000, they are literally true. There are 0 common parts.
The designer/owner/creator of Rohr motorcycles is a very passionate person, driven by his own personal reasons, and wants to build an American sportbike that can compete with the best the world has to offer, but in the land of Excelsior-Henderson, Indian, and the other high profile failures, this is a daunting task.
So to address that problem, you take the best available, and start from their.
As for the Highland 1000, as the saying goes, “Been there, done that”.
The 1st V-Rohr was actually a V-twin 2 stroke 500cc fuel injected bike that was similar in concept to the Bimota V-Due 500, except that the V-Rohr actually ran. In fact in its first dyno session, it produced a little over 102 HP at the rear wheel, with a dry weight of about 325 lbs, in STREET TRIM.
It was all custom castings, machinings, etc. and was a huge labor. It got a lot of interest from foreign persons, but little or no attention from JOhn Q Public.
Turns out, riders really did NOT want a 325 lb 100+ hp streetbike, at least not if it was a 2-stroke.
So on to the Highland motor, a 980cc 4-stroke, that weighed an amazing 85 lbs, with transmission, etc. Now we can have a 4 stroke 337 lb, 120 hp streetbike.
Sorry, but even though it was $ 25,000, weighed 337 lbs, and had 120 hp, Ohlins, etc, no one wanted it to buy it because it was not American engine.
So, on to the Revolution engine.
American engine, a little more weight, but a LOT more potential for horsepower.
I have seen big V-Rod engines reliably make nearly 200 HP at the rear wheel.
I do know that a revised bore & stroke is being VERY strongly considered, and I believe that the real horsepower will be more than the 1098R version. (read more than 150Hp)
there has never been a more motivated person than Walter, and I hope as the saying goes, “If you build it, they will come.”
Regards,
Mark
hoyt says
Mark & Walter – this concept is awesome. I hope to see one in person someday to fully take in the style & complete package.
The bike must look unique considering you had to stuff an engine that big in a small wheelbase (that IS cool). And, you are the 1st to market with an American superbike.
The price is good considering the thousands of more expensive, rigid, “compensating choppers” coming to an eBay website near you.
Kneeslider readers should read up on the 2-stroke project Walter put together….quite impressive.
guitargeek says
I ride a $50 motorcycle. It’s a 1980 KZ750 that I built out of junkyard pieces, a real labor of love. My bike hauls ass and handles pretty well, gives me a truly obscene bang to buck ratio.
$20,000? $40,000? $60,000?
It’s all the same to me, $40,000 = all the money in the world.
More power to Roehr!! (Actually, yeah, more power. I think they should make these 180hp from the gitgo, not 120hp.)
Mark L. says
Hello Hoyt,
Thanks for the credit, but this is Walter’s baby from the git-go. I am just an engineer friend that helps out where I can. Walter is the driving force behind this, and always has been.
Walter deserves ALL of the credit on this.
Mark
chappy says
I am sure Roehr has done their market research and hopefully the Revolution will turn out to be what they need make the company succeed but given the uphill battle Buell has had to contend with because of the sportbike’s market unwillingness to embrace a Harley powered sportbike I hope you understand why I would be a little worried about the choice. Combine that with the price tag and the fact that sportbike riders are not willing to come off the same amounts of money as custom owners are for their bikes (we are cheap for the most part) and it justs seems as they are putting all their eggs in the “I hope rich chopper owners want a sportbike too” basket.
I would personally be much more apt to buy the much lighter (nearly a 100 pounds lighter) reasonably powered Highland based bike but then I think Colin Chapman is a god.
tom w. says
I think it’s interesting to put it in terms of the custom market. Assuming I was the sort of person who could afford to spend $40,000 on a bike, I’m assuming I already have a garage full of various makes and models.
Now I’m looking for something interesting to add to my collection. For $40,000, I could get a (probably bottom end) OCC bike or maybe a Confederate (what are they going for now) or this Roehr.
Given those options, I’d definitely take the Roehr over the widely available “cruiser customs”.
Maybe it could even start a new trend. Why do customs have to be “choppers”? I’ve often thought that if I was commisioning some kind of custom bike, it would look more like this than the things I see on biker build off.
I guess the flip side to that is most people looking for customs are concerned with looks and little else. If someone is interested in performance over looks, the performance of most off-the-shelf repliracers will blow this away for 10-15 K. . . but those bikes won’t be nearly as unique as this.
This might be an interesting compromise between custom and hyper performance (and it obviously will have enough performance to satisfy anyone who actually intends to ride it . . . rather than frame it’s spec sheet and hang it on a wall).
hoyt says
Tom W. – good point about stat/spec riders. The bench racers.
One of many things I like about this bike is that W.Roehrich is making a very good (perhaps great) sporting bike for the street. And, if so inclined, the racetrack (with the engine hot-up kit). Roehr Motorcycles is doing this with an engine that the industry mutters under their breath that it can’t be done.
425 lbs. is impressive considering the weight of the engine. In addition, how much did the 996, RC51, Triumph Daytona 955i, etc. weigh when they first came out?
The 916/1098 are epics with their style, performance, & light weight. An American hot-rod with a nod to Italian styling influences? Yes, it is an exciting combination. More originality will likely come in the future, but an Italian-base is a good place to start.
Bikes like the Roehr & Magni Guzzi America carve out their own importance in a different class.
aaron says
disclaimer – please note that I understand (to a degree) the economics behind small production, niche market machines. I have some understanding about the design and manufacture of “one-offs” as well as low volume mass production. anything I say that may be considered negative is something that I expect to hear (if warrented) if and when I finally get to the stage that I reveal my bike to the world. (about 10 years!)
to put things in perspective, the price point is very similar to bimota’s offerings. the modified air/oil cooled ducati engine is likely in the same price range as the v-rod motor. volume is also similar. what I feel is missing is the flair. ditch the headlights, mirrors, sidestand, wheels. if it’s american and harley based, you don’t need confusion with an italian bike. get some stylish PM wheels (with optional carbon ones for improved moment/weight – even just mounting the pm’s for photo ops will get some extra attention), rethink the mirrors, put detail pieces where least expected (like the sidestand) and jettison the 999 lights. sad to say, the $8000 fischer looks better to me. (in pictures. in person the situation will likely change.) the bodywork could be revitalized with a few creases/character lines”and ducting. rethink the radiator placement by a few inches and maybe alter the shape of them. this may allow the use of those fairing openings that yamaha has incorporated into the r1/r6 design language. the v-rod motor is the reason this bike will appeal to many why not show it off?
now something that will likely appeal more to me than the target customer – ‘how bout bolting a funny front end on in place of the forks? the hossack/britten front end will turn my head quicker than just about anything short of a 6cyl superbike!
hoyt says
The Vyrus Motorcycle has the radiators down low, along the sides. [for those that are not familiar, think of the Tesi bike.]
Maybe Walter considered this already? Placing the radiators here would lower the weight and allow, as you have suggested Aaron, getting creative with the fairing so it can show off the engine more.
Barring any plumbing, cornering, & logistical problems with the radiators along the bottom,…. this bike could pull it off better due to the full fairing. The full fairing could integrate the radiators better than the naked Vyrus.
Give this page a minute to load….
http://www.vyrus.it/it/motorcycle/985.asp
[speaking of cool front-ends, the front-end from Leo’s Cycles in Denver, CO is really cool! See it on Goldammer’s salt racer]
Trey says
It’s about time someone did this, but I have to call BS on the weight, and the BHP…
That engine is very heavy, and it’s not designed for high performance – the 2 reasons why Buell isn’t using it.
I would believe 525 lbs, but not anywhere 425 lbs – it doesn’t matter how much carbon fiber is on it.
As for 180 BHP, right, not without being bored, blown, and “juiced”. It won’t be reliable, but then again, if someone spends that kind of money on a bike, maybe reliability isn’t what they’re after…
Trey
Bob Horn says
My old 1988 4 speed Sportster powered special weighed 365 lbs ready to ride. The bare engine (with starter) weighed 185 lbs. It had no carbon fiber or any other trick materials anywhere on the machine. I see no reason why the above bike wouldn’t weigh more than 425 lbs.
I’m guessing Buell isn’t running it for internal H-D Corporate reasons.
Bob Horn says
Correction – it shouldn’t weigh more than 425 lbs.
hoyt says
why would someone who invested a ton of their own cash & time into a project come out with false claims when the data is easily available to refute?
If the motor & trans weighs less than 200 lbs., it can weigh in at 425.
Trey says
I asked a friend of mine, quite awhile ago why Buell wasn’t using the Revo engine, or some version of it. He told me that Buell uses a different engine than H-D’s, and have since the XB series was introduced. Very few parts even interchange. The Buell is, for all intent and prposes, a sportbike (and I use that term very loosely). The Revo engine isn’t designed to be a sportbike engine, it’s designed as a cruiser engine…
Said friend, who works for the KC, MO H-D plant, and helped design the Destroyer, also said the Revo weighs in excess of 200 lbs, which is significantly more than any modern sportbike engine.
The Destroyer was H-D’s flagship semi-production drag bike, and it was putting out 165 BHP. So, making much more, reliably, would be difficult without some sort of help (i.e boring, turbo, S/C, etc.).
So, let’s for a minute say that the engine is putting some serious BHP to the ground. The engine isn’t designed be to used a a structural member, so the chassis would have to be pretty stout to even be able to handle that much power.
Both my friend and I are curious what you did to your ’88 Sportster that made it weigh 365 lbs., considering that a stock bike weighed around 500 lbs.
As for why would someone make false claims about the performance of a product – seriously, how could you ask that? Companies make false claims that are easily refuted all the time. Especially companies who invested a ton of cash and time into a project…
Roehr seems to be on the right track, and I admire his tenacity, but some things don’t add up…
Trey
Bob Horn says
Kevin Cameron said the Revo engine weighs 193 lbs – I don’t argue with him.
My 1988 Big Twin engine/primary/transmission, with no starter, charging system, carb, or exhaust, weighed 215 lbs. Which was the same as a Honda CBX engine, by the way.
How did I get it down to 365 lbs? Simple – 18 lb chassis, front end that weighs almost half what the Sportster’s weighs, minimalist fiberglass bodywork, much lighter wheels, no mufflers, mirrors, kickstand, etc…. Which means thatit had a 180 lb rolling chassis – not hard to do. It could have been made a quite a bit lighter.
I got friends in places as well……….
hoyt says
Trey, I don’t think I am that naive to think if a company claims something, “well, then it must be true.”
Sure companies make claims all the time that are false or questionable. The moto industry is guilty of “claimed” dry weights, claimed hp rating, etc., but those claims are a bit different than this situation….
Roehr doesn’t appear to be in this for a quick buck and run, especially at his current asking price. He also isn’t trying to one-up a rival in the latest 600 cc class.
In addition, since the Revo is not his own proprietary engine, the level of data readily available makes this claim subject to much easier scrutiny than say, a brand new Japanese in-line 4 engine being claimed with x,y,z numbers.
Furthermore, the 425 lb. claim is not completely outrageous when a bike is assembled with high end components. We’re not talking about heavy, mass produced parts by the tens-of-thousands aside from the engine.
Engine/trans unit & suspension are the heavy bits. Wheels, battery, instruments/electrics are next, then the carbon bodywork is minimal.
The Wraith has a seriously stout motor, but beyond that there is nothing to that bike as far as weight is concerned.
Regarding the purpose of the VRod engine being used as a cruiser…sure, but that doesn’t mean a different state of tune would serve this niche very well. The Revo seems to rev pretty freely.
Bob Horn says
Trey,
I forgot one big detail – the 1988 Sportsters weigh a LOT less than the 2007 ones. I don’t remember the exact numbers.
Trey says
Bob and Hoyt, than you for the rational replies to my post – I do appreciate a good debate!
Bob, I thought your Sportster was stock, or nearly stock, I apologize for my misunderstanding. And yes, I can see one getting under 400 lbs, easily with some “help” – after all, look at the ARC Ducati’s – sub 300 lbs, and beautiful to boot! I’d be interested in pictures, if you have any.
Hoyt, like i’ve said, Roehr is on the right track, and I admire his vision, i’m truly hoping he can deliver what he promisses. I still think 425 lbs. dry is being VERY optimistic. I’m going to be keeping an eye on him to see what happens.
BTW, you mention the Wraith – seriously sexy bike, I just wish I could afford one…
Thanx.
Trey
Bob Horn says
Trey,
Thanks!
Not to drift away from Roehr’s bike, but here’s the best link:
http://thekneeslider.com/archives/2006/10/02/motorcycle-builders-bob-horn/
Virtually everything about it would be done differently if I were to do something like that again.
Trey says
Ah yes, i remember seeing that. Interesting, but I don’t understand what you did with the front suspension.
I’m trying to get my Hossack frame off the page, and into metal…
Trey
Bob Horn says
The pivot arms defined a “virtual pivot” point at the front axle – that point, combined with the upper ball joint, defined the steering axis.
Good luck and have fun with the project!
Sean says
The Ducati-HD merger, as prophesied by Roehr.
Scott says
Just buy a Duke, Hardly driveable should stick to the fat yank market.
Richard says
I own a v-rod night rod and love my bike but its an endless search for hp and now im looking at spending another 10 grand to get that elusive 180 hp can anyone explain how to me how they are getting 180 hp out of 1130 when im looking at going to 1580 to get those numbers and why couldnt harley just offer that sort of hp from factory do they know how much money they are loosing, its about time someone did this with this sort of platform ie v-rod motor especially when its not a great leap in difference to a ducati sure there are some differences but its a v-twin and its water cooled i can see that the v-rod motor will become the new platform to build big hp bikes with.
Joe says
If Harley made the V-roehr it would weigh 600lbs (chrome) and if Buell made it is would be ugly.
Lord Gass says
Allot of people are wondering why they never put the vrod engine in buells. Its because of the massive weight difference. I have a 2008 Buell 1125r and it weighs a hundred pounds less than this thing. Puts out way more HP and torque and its only 11 grand.
They should stop wasting money on this thing right now. Nobody wants a slow heavy crotch rocket.