porsche v rod
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Review Post porsche v rod
@kmandei3 @Dougydoug79 #Porsche designed the #V_ROD for #HarleyDavidson https://t.co/wLjDVCYBnW
V RS out of storage for long rod build #bugatti #ferrari #porsche @cars https://t.co/Hm62t1DrYI
#DidYouKnow Under the development name “Revolution Engine”, in 2002 development partner Porsche Engineering developed a new V2 engine for the Harley-Davidson V Rod. @HarleyIndia @harleydavidson #harleydavidson #ThankGod #Automotive #Facts #motorcyclediaries @Porsche #vrod https://t.co/L7zWsj8Ceg
#harley 2007 Harley-Davidson Touring 2007 HARLEY-DAVIDSON V-ROD VRSCA- Harley Davidson V ROD Porsche design. https://t.co/RBQtn3htAY please retweet https://t.co/fK7mCD3510
Drove this WEVO hot rod from Laguna Seca to SF a while back. Here's to #Rennsport V loan car!💃 #porsche #porsche911 http://t.co/BSObdBsxAh
Harley Davidson + Porsche = V Rod Thanks to @box39co for this picture. #moto #motos #motorcycle #motogirl #motorbike #motorbikes #motorcycles #motorcyclesofinstagram #custom #custombike #harleydavidson #harley #vrod #harleyvrod #harleydavidsonmotorcycl… https://t.co/XdqRxwnbNZ https://t.co/p8jP6V7Q3i
Credit @bezza642 via Instagram #ClassicPorscheForSale #harleydavidson #harley_vs_porsche #v_rod_muscle #classicpors… https://t.co/QYe1rzqyGX
@JohnKish20 It's the original built by #Porsche for #HarleyDavidson #V_ROD. https://t.co/atYFupEOaW
used app FilMic Pro .... V/Rod Night Rod Special (desain porsche) #harleydavidson https://t.co/ACoFTASiqu
Impressive Spec: 1988 Porsche 911 Carrera 3.2 Hot Rod | Bring a Trailer #Used-cars, Cars http://t.co/kuNpVSZNTk V… http://t.co/8HsvcYDOQb
Review Q&A porsche v rod
Does Porsche make Harley engines?
Porsche was involved with the design and the manufacturing of some of the major components for the now (unfortunately) extinct V-Rod powertrain. Porsche initially manufactured some of the key components and or outsource to their major suppliers. Some of these key components consisted of the cylinder heads and crankshafts at startup. These components eventually made their way over to the US over time. Some of these components were manufactured by H-D themselves, i.e. cylinder heads. The V-Rod powertrain was an awesome powertrain that was manufactured with exceptional tight tolerances allowing it to run at high rpms and yet highly durable. It was unfortunate that H-D made the decision to shut down the production of the V-Rod motorcycle. I think they could have done some great things with this powertrain by developing unique and new chassis and further development of the engine to gain even more power. Imagine a new chassis with a forced induction engine. It certainly was capable but unfortunately H-D doesn’t have the foresight. The V-Rod has tremendous opportunities to enhance Hp. Note the Screamin’ Eagle race team used the concept of this engine as their basis for their drag racing vehicle. I have a 2006 V-Rod that produces 160 Hp at the rear wheel that is reliable and there are many customers out there who have done significantly more.
Why does the Mercedes A class have a Renault motor?
Nearly correct. As usual, the question doesn't have the whole picture. The engine you are referring to is a joint development between Mercedes, Renault and Mitsubishi. Used in a number of cars across those manufacturers. So the Mercedes A class had a Mercedes, Renault and Mitsubishi motor. Just like a Harley Davidson V-Rod has a Porsche engine. (Designed by Porsche, that is.) Just like the Diesel Ford Focus had a Peugeot diesel engine. (Again, a joint development with Ford). Have a look at where the Chrysler Crossfire's engine and drivetrain originated.
Does Harley-Davidson have any plans for the revolution engine now that the V-Rod has been discontinued?
VROD will fade into history. H-D actually brought in Porsche to design the VROD and RPT (Revolution Power Train). I don't anticipate that they will do anything similar in the future. It’s too bad because VROD was a tough bike!
How would you rate the Harley Davidson V Rod?
The Best Porsche/Buell bike that Harley Davidson came in and proceeded to fuck up in no time flat. The basic bones were already conceived when Harley pulled in Buell out of the picture and thank God they let the engineers from Porsche finish with the engine that finally brought some engineering from the 20th century to Milwaukee. Unfortunately Harley Davidson only let Porsche go halfway with the technology that was available and still is available on the aftermarket for the V Rod. You can find it on other brands, with features like Launch Control, Wheelie Control, Shift Assist for clutch-less shifts and most anything else that you can find on the shelf any high-performance motor shop. The stylings there, a potent motor, with potential, always room for improvement. That’s why Harley got dinged for their little Orange box similar to ride commander fives that specifically states for off-road use only. But if you want your bike to ride halfway decent when you replace the air cleaner and the exhaust with either a screaming eagle kit or a Vance and Hines exhaust you need to remap the fuel injection and the oxygen sensor so that it reads properly at the appropriate rpm’s so the bike will perform appropriately. Take a glance at the aftermarket and modification market of the V Rod riders in Germany and elsewhere. There are quite a few modified by with 300 mm rear tires and air suspension front and rear and gently massage the motors that put out well overstocked horse power. Personally I wouldn’t mind picking up a 2012 through 2015 low mileage V rod night rod addition it hasn’t been tinkered with. There are quite a few of them out there that people have grown tired of and need more room in the garage or more funds for a baby on the way. Exactly like that! Stock exhaust stock seat stock rims stock stock stock. Anywhere between $8000 and $9850. The one thing that I would really have liked to seen on this bike is selectable engine tune management. Just like Ducati touring cruising sport hundred horsepower 125 hp 160 hp. Nice and docile in town toggle the switch couple of times and you hop on the highway in your open her up yet look out. I guess I’ll just have to keep riding my Italian mistress who goes by the name of Ducati. Not as Blacked-Out, but it’s got much bigger BALLS! And that’s what counts!!! If I could only talk Uncle Warren Buffet into backing my play, I would have ,Ducati: Moto, MotoGP & Superbike, AMERICAN owned, but not by Harley or Bain financial. The Ducati website is in Italian and English, so deal with it! Haha, just a joke.
Who is the richest cricketer in Pakistan?
It is Shahid Afridi Former Pakistan skipper Shahid Afridi became a father for the fifth time on Friday. The former Pakistan cricketer, who is married to his maternal cousin Nadia Afridi, was blessed with a girl for the fifth time. Afridi's other four daughters are Aqsa, Ansha, Ajwa and Asmara. Shahid Afridi took to Twitter to give the news of the birth of his fifth daughter. Shahid Afridi net worth Shahid Afridi is one of the richest cricketers in the world and easily the richest cricketer in Pakistan. Shahid Afridi's total net worth is 4.3 billion Pakistani Rupees (PKR), which translates to US$30 million. Shahid Afridi Cars & Bikes Shahid Afridi is extremely passionate about cars and bikes. He has a Toyota Land Cruiser, Range Rover, Bentley, BMW 5, Suzuki Hayabusa, Yamaha V Star 650, Harley Davidson V-Rod Bike, Porsche Panamera and Mazda RX-8. SHAHID AFRIDI ENDORSEMENTS Shahid Afridi is associated with several brands which contribute immensely to his income. He is the brand ambassador of leading brands like Pepsi, Habib Bank, Mobilink Head & Shoulders etc. He also has a clothing brand of his own. Shahid Afridi also runs his own Foundation 'Shahid Afridi Foundation'. Forbes listed him amongst the most charitable athletes in the world as most of his income goes down to his foundation. DO FOLLOW ME IF U LIKE MY CONTENT ❤️
What is the technical reason why Harley-Davidson engines are so low-performing?
Well, most basically it is a long, heavy engine with an old fashioned cooling system, primary drive, valve drive, and excessively tight v-angle. Unfortunately, most of these architectural issues are to some degree interrelated and cannot be solved individually. 1. Cooling So modern engine designs are water-cooled. This is driven by: · Need for cooling some hard to get places deep in the engine; · Noise reduction; · Control over combustion temperature. Modern engine designs use very tight included valve angles…this is the angle between the inlet and exhaust valves. In days gone by 90 degrees was thought to be a good idea and it worked reasonably with the half-dome ‘hemi’ heads of the forties and fifties. These days we use small included angles with the valves standing near vertically. This permits a detonation resistant shallow combustion chamber design which in turn supports higher compression ratios and more torque (and power). However, this leads to a very small space between the valves, difficult to get air into this area without some kind of fan or liquid cooling. Old fashioned 75 degree included valve angle…note heavily domed (heavy) piston, also that this is the ‘racing’ version. The street version was probably a 90 degree head. Modern head (Honda motocrosser) with 19.5 degree included angle, note how tall the head is and the difficulty in getting cooling air between the valves. Modern engines are also require to meet modern air pollution standards. To achieve acceptably low NO2 levels, tight control over combustion conditions, and particularly combustion temperature is required. Thermostatically controlled water-cooling allows rapid warm-up (you may have noticed a heat exchanger on the oil filter to assist with this) and accurate temperature control when warm. H-D’s use ‘grand-fathering’ to continue to build non-compliant engines. At one point they became concerned that would not be permitted to continue in this vein and so commissioned Porsche to design the V-Rod engine as insurance. The water jacket also serves to dampen some mechanical noise compared with an air-cooled engine. 2. Primary Drive The Primary Drive transfers power from the crankshaft to the gearbox input (main) shaft. Modern engines use a gear primary drive; this is a fairly compact arrangement as may be seen below. The small gear on the crankshaft is driving the big gear attached to the clutch basket. H-Ds use a chain-type primary drive. While this not a bad system, it does require occasional adjustment, but is quiet and reliable. However, this architecture is a carry-over from the days (mainly pre WWII) when motorcycle engines and gearboxes were separate and gearboxes were often sourced from a specialist manufacturer. Modern designs use an integrated design where the engine and gearbox are combined into a single unit. The H-D system does allow the separation of engine and gearbox oils so: A. You can use a gear oil in the primary drive/gearbox, i.e. an oil with special properties for gear lubrication; B. You are not wearing out your engine oil through shearing in the transmission, apparently most motorcycle oil degradation occurs in the transmission. The downside is that it requires a lot of room and results in a long engine…this will feature later when we talk chassis dynamics. This is a H-D primary drive, note that it is inherently bulky. 3. Valve Gear It’s fairly obvious that the push-rod valve system is old fashioned. Its relatively high reciprocating mass will cause valve control issues if RPM is pursued in an effort to make power. However, displacement is a reasonable alternative and gets the job done, although, with two large cylinders vibration will be an issue and will ultimately limit power output. The push-rod geometry is a little off in the big twins, but this is addressed in the Sportster architecture. Big twins use a single cam for each cylinder, this leads to a requirement to cross the pushrod tube over. This is a Sportster engine, 4 cams are used to straighten out the pushrods and provide a more direct drive for the rocker arms. This design was the basis for the XR series of race engines. Even for a push rod system, the H-D system is inefficient, many push rod engines place the cam in the valley between the cylinders resulting in shorter lighter push rods that will take a reasonable amount of RPM, small block V8s will rev to 8000 and beyond. This is a Honda CX500 engine, note the position of the cam high in the V minimizing push rod length (and mass). 4. Narrow V-Angle The H-D V-angle is 45 degrees, in contrast to the norm of 60 to 90 degrees, as well; the cylinders are directly in-line. Most Vs have the con rods side by side on the crankshaft, which displaces each cylinder by half a con rod width from the centreline. The H-D system is good for balance, as it eliminates the ‘rocking couple’ found in other Vs, on the other hand the front cylinder is directly in front of the rear, inhibiting the cooling airflow to that cylinder. The other consequence is that you have a short inlet tract that needs to accommodate a 90 degree bend in its length. Above is a ‘Evo’ intake manifold, this is about 150 mm long, throttle body sits at the bottom of the picture. The alternative, is separate intakes for each cylinder, this was done for the XR series of race engines and provided sufficient length for some inlet tuning and a straight tract for efficient airflow. This an XR style engine. Note the reversal of the rear cylinder to provide individual inlet tracts for each cylinder…only problem is where to fit in the rider! Overall, H-Ds are built the way they are because their riders like the architecture and are prepared to live with its various compromises and shortcomings. One of these is power, to make serious power an engine needs RPM, this in turn means airflow, and, at the end of the day this is not a design that supports massive airflow and most probably couldn’t get rid of the heat generated as a consequence. Ultimately, displacement is provided as an alternative, but vibration from the large uneven power strokes (H-D fire cylinder 1, then 45 degrees later cylinder 2 and then nothing for 675 degrees of crankshaft rotation) limits how far you can go in this direction. H-D can produce big power from their architecture and it works on drag bikes where a long wheelbase in not an issue (an advantage in fact), and cooling not an issue for the short run time, but in the everyday world their output is limited.
The Harley-Davidson V-Rod was arguably the best motorcycle that the company ever made, so why did it never really catch on?
Question: ,“,The Harley-Davidson V-Rod was arguably the best motorcycle that the company ever made, so why did it never really catch on?,” The Harley-Davidson ,VRSC, (,V,-Twin ,R,acing ,S,treet ,C,ustom) or V-Rod, built from 2001 until 2017 ,was, arguably the best motorcycle that Harley-Davidson has ever built. But the fanatically conservative (i.e., reactionary) Harley-Davidson community rejected the engine as too different from the ancient uneven firing, 45-degree, push rod, air-cooled V-Twin they were used to. The rejection of this bike was extreme, almost religiously fanatical. Owner clubs refused to accept V-Rod owners as club members. I am aware a several Harley-Davidson dealerships whose mechanics refused to work on the bikes, making even routine service difficult. And Harley riders would not buy the bike. The engine, called the Revolution Engine by Harley-Davidson was hardly revolutionary. It had been designed for Harley by, or at east in collaboration with, Porsche back when Harley-Davidson was owned by AMF. But that was back in 1981. The engine sat on the shelf unused until Harley put it in the V-Rod in 2001. So the engine was already twenty years old and out of date when first introduced. Nevertheless, the DOHC (Dual Overhead Cam), water cooled, 60-degree, 1,131 cc (69.0 cu in) 2001-2007 or 1,247 cc (76.1 cu in) 2008-2017, Revolution V-Twin was a great improvement over the old 45 degree, air cooled, push rod engine. The Revolution had more power, was faster and, unlike most Harley engines, it did not over heat. And, because the 60-degree V-Rod engine did not have the old V-Twin’s idiotic firing order, the Revolution engine did not produce the absurd potato-potato-potato exhaust sound and it did not vibrate like a piece of badly maintained agricultural machinery. So the Harley fraternity hated it! “What do you mean it does not vibrate?! Harleys are ,supposed ,to vibrate!” So, to satisfy its reactionary customer base, Harley stopped building the only decent engine they ever made.
Why is Remington filing for bankruptcy?
It’s pretty funny that ,Stephen Lee, and ,Tom Ashby, tie Remington’s downfall with “the gun nuts”, NRA, popularity of AR -15… Not in that they make the connection, but in how they make that connection. The way they do it betrays the lack of knowledge of the firearms market and Remington specifically. The thing that drove Remington into the ground is not hanging it’s hat on the AR trend. It’s exactly the opposite. Remington has always been the maker of the “traditional hunting gun”. They are best known for the 870 and 1100 shotguns and the 700 series rifle. No evil pistol grips, no big magazines, shiny wood instead of plastic. They made these for many decades. And not much else. They occasionally tried to come up with some new product, but these efforts were usually ill-timed, or fraught with quality issues, or just not all that interesting in general. Mostly this resulted in cheap (and cheaply made) models for people who wanted the name, but didn’t want to spend the money. Speaking of quality issues, even the classics suffered. There was a bad run of 700 rifles that was just plain defective, for example. There was also a general lowering of quality due to trying to cut manufacturing costs. Remington basically suffered from the same malady as Harley-Davidson, skating on reputation of years past and making the same thing over and over again, while the rest of the industry moved on. When Remington tried to get in on a trend, they were always late to the party. They haven’t made a handgun since 1927, if you exclude wartime production for the government. The handgun market surged in the early to mid-2000’s, driven by many US states adopting concealed carry licensing accessible to most people. Most of the big names in the industry either had popular models in the lineup already, or quickly came up with some. Remington came out with a 1911-style pistol in 2010, and while it wasn’t a bad product, it was about 10 years after the peak popularity for that style gun. Their next pistol was released only in 2014. Not only was Remington a decade late to the polymer pistol picnic, just as they were with the 1911, they also made a gun that drew so many quality complaints that they actually suspended production. It was a lemon. As far as AR’s, they got popular in 2004, as soon as Assault Weapons Ban that restricted them expired. Remington introduced their AR in 2007, by which time the market was full of other AR’s from dozens of small makers, and had a big-name rifle from S&W for a year already. It wasn’t better or cheaper than the competition, and the brand name didn’t really have any traction outside of the old guys that bought the three mainstays (again, similar to Harley-Davidson). Then, Ruger came out with theirs. Being late wasn’t a big deal for them, they had several very popular pistol lines, plus their non-gun business has always been a huge moneymaker. Ruger made a relatively inexpensive decent quality rifle, and was already popular with the younger crowd. The one time Remington tried to innovate went about as well as that time H-D made the V-Rod. In 2004 they made the EtronX, a rifle that had electronic ignition. It was a truly innovative design, with significant benefits to precision shooters (look up lock time if you want the details). But, the good old boys who bought the walnut-stocked guns above rejected all this newfangled technology, just like Harley’s core market rejected the VRod with it’s Porsche-designed engine. It just wasn’t “the real thing”. Plus, there were some issues with ammunition availability. In a few years it was discontinued. The good old boys aren’t stupid, though. The quality got so bad, the prevailing sentiment among them is that Remington ain’t what it used to be. And they aren’t buying it. Really, what it boils down to is bad management. These days, to be a CEO you need CEO experience. You don’t need experience in the industry. These CEOs know all about how to cut costs and get nice bonuses, but know nothing about making a good product. Furniture, cars, guns, it’s all just numbers on a spreadsheet and graphs on a Powerpoint. Remington’s woes really started to become noticeable during the tenure of Robert Nardelli. If you don’t know who that is, he’s the guy who ran Chrysler for a while. Quality issues, cutting costs to the detriment of product… Sound familiar? Nardelli was one of the CEOs begging Washington to bail out the auto industry, which was tanking under the “effective management” of him and other guys like him. In a nutshell, bad management decisions caused the core market to turn away. It had nothing to do with NRA, or mass shootings, or “gun nuts”, or the AR-style rifles.
If you visit a Harley-Davidson showroom in the United States, what percentage of each new motorcycle was manufactured in the US? Are there vital Harley parts made elsewhere that every Harley uses?
The now discontinued V rod series engine was designed by Porsche; A number of the component parts were made in Germany or Europe during the production run. Pistons, rings and crankshafts to start.
Why doesn't the motorcycle company Royal Enfield come up with a finer, more innovative, sophisticated design for its Bullet, like the Harley-Davidson’s V-Rod?
Well there three basic reasons Actually they can’t : ,This is a company that is stuck in 70’s from 4 decades and every time they try to create something new they fail miserably best example are Continental GT and Himalayan. I had Continental GT and honestly one of the best looking bikes in 2 lakhs price range but it had so many issues that I sold it after 6 months of ownership. And brand new Himalayan is so bad that the customers have filed law suit against them. Who would spend 2–3 lakhs + on RE : ,Its as simple as that the, company doesn't have good manufacturing process and they make most of their components which means the costs run substantially higher and if they make new bigger engines with twin cylinders or more they will become very expensive to sell. Also when you spend 3 lakhs + on a bike you have much better options to choose from and even Harley starts at 5 lakhs. RE fan base is to blame: ,They keep saying RE is perfect , there’s nothing wrong with it and they love the visceral feel of it but honestly similar companies like Harley and Triumph bikes come with all kinds of safety equipment, modern engines and lots of electronics yet they manage to keep their legacy and visceral feel of it. RE needs to the same they have most gorgeous bikes in the market but they screw up with outdated engines and lack of any tech in the bike. P.S.: I’m not a RE hater I just think a company that sells expensive bikes should also care about safety of their customers and that’s the basic thing they can do. Edit 1: I forgot to mention lack of partnership with companies to approach in unknown areas. If you take Harley’s V rod it’s engine was made in collaboration with Porsche so it is a great example how an unknown area needs to be approached by the companies. Even companies like Bajaj (with Kawsaki and KTM) and TVS (with BMW) are taking same approach and have improved quality a lot.
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