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The VRSC was introduced in 2001 in a single model called the V-Rod aiming to compete against Japanese and American muscle bikes. The V-Rod's Revolution engine was developed for road use by Porsche Engineering with the aid of a few Harley-Davidson engineers [6] [7] [8] from Harley-Davidson's VR1000 V-twin racing bike engine.
Motorcycles with a V-twin engine mounted with its crankshaft mounted in line with the frame, e.g. the Honda CX series, are said to have "transverse" engines, [1] [2] while motorcycles with a V-twin mounted with its crankshaft mounted perpendicular to the frame, e.g. most Harley-Davidsons, are said to have "longitudinal" engines.
This allows each lifter and pushrod to deflect from the cam lobes perpendicular to the lobe plane. This configuration is friendly to radical, high-output cams, making the Sportster Evolution a natural choice for the once Harley-Davidson owned line of Buell Motorcycle Company sportbikes from 1986 up to late 2009 (2010 model year).
49.48 cu in (810.8 cc) 45° IOE V-twin: 1914 The two-speed transmission was introduced and showcased on this model, along with a step-starter, enclosed intake valve, a primary chain drive, and optional sidecar. Model 11F 61 cu in (1,000 cc) 45° IOE V-twin: 1915 Three-speed transmission and electric head- and taillights debuted on this model.
In 1995, the engines were upgraded with Buell engineered high-performance parts and further upgraded in 1998. The liquid-cooled Harley V-Rod motor, developed by Harley-Davidson then made street legal according to the EPA by Porsche, [citation needed] was originally an Erik Buell project, designed for a fully faired AMA Superbike Buell by 1998. [11]
By the end of its life, the V-Rod had a 1247cc, water-cooled, DOHC V-twin making 125hp, putting it within spitting distance of the new Sportster’s 1252cc and 121hp. But the old bike was a much heftier machine, coming in at around 300kg depending on which version you picked, where the Sportster S is a relatively lithe 228kg ready-to-ride.