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Today I am going review Harley Davidson street rod 750 model (2019), let's move to see the specification of (street 750)
ENGINE.
BORE. - 85mm
STROKE. - 65mm
DISPLACEMENT. - 749cc
COMPRESSION. -11.0:1
RATIO
FUEL SYSTEM - mikuni single port fuel injection , 38mm bore
EXHAUST. - black two into one
DIMENSION
LENGTH - 2215mm
SEAT
HEIGHT, UNLAD. -720mm
HEIGHT, UNLAD. -720mm
GROUND CLEARANCE. -145
RAKE
RAKE
(STEERING HEAD) (DEG). - 32
TRAIL. - 115mm
WHEELBASE. - 1,520mm
TYRE , FRONT
SPECIFICATION. -100/801752H
SPECIFICATION. -100/801752H
TYRE , REAR
SPECIFICATION. -150/70-1567H
SPECIFICATION. -150/70-1567H
FUEL CAPACITY. - 13.1l
OIL CAPACITY. - 3.1l
WEIGHT, AS SHIPPED - 223kg
WEIGHT,
IN RUNNING ORDER - 233kg
PERFORMANCE
ENGINE TORQUE
TESTING METHOD - IS14599; 1999
ENGINE TORQUE. -59Nm
ENGINE TORQUE
RPM. -3,750
LEAN ANGLE (REG). -28.5
LEAN ANGLE (LEF). -28.5
DRIVENTRAIN
PRIMARY DRIVE - Gear , 36/68 ratio
GEAR RATIO IST. -14.272
GEAR RATIO 2ND. -10.074
GEAR RATIO 3RD. -7.446
GEAR RATIO 4TH. - 6.006
GEAR RATIO 5TH -5.037
GEAR RATIO 6TH. -4.533
CHASSIS
WHEELS FRONT TYPE - black, 7-spoke cast aluminum with machined rim highlights
WHEELS REAR TYRE. - same as front
BREAK , CALIPER TYPE. - 2- piston floate and rear
ELECTRICAL.
LIGHT (AS PER COUNTRY
REGULATION,
INDICATOR LAMP - high beam , netual low oil pressure , turn signal, engine diagontics, low fuel warning.
GAUGE.
- 3.5inch electronic speedometer with high beam, netual ,low oil pressure ,turn signal ,engine diagontics , low fuel warning , blade key ignation , and fork lock ,locking gas cap.
This is a bold move to be sure, and as manufacturers territorytraditionaly dominated by cruising and European manufacturers, it won’t enjoy the same name power that it does in the crushing and touring sector. With all that in mind I want to take a look at this ambitious ride to see what’s new and how well it stacks up to its entrenched competition.
Generally speaking, the Street Rod looks much like the standard Street 750. We’ve got the same fuel tank, frame and engine geometry, but the devil is in the details, and there are plenty of those to choose from. We start out with a cut-down front fender over dual front brake discs for twice as much braking power as the regular Street 750. Harley flipped the forks upside down, and threw blackout treatment on the stems as well as the triple tree. A redesigned fly screen tops the whole rig with a single clock instrument cluster tucked away behind.
The standard, 3.5-gallon Street fuel tank comes with a special tank graphic that I gotta say, doesn’t really do anything for me. Back from there we have a redesigned seat that, along with the rear wheel diameter increase to 17 inches, puts the rider’s butt at 29.4 inches off the ground. The factory says this is meant to allow for greater forward visibility through the traffic ahead of you and a safer commute, but this stance, along with the almost jockey-position rider foot pegs and drag bars, really encourages a relatively aggressive riding position for a Harley.
One detail here that never gets old is the bar end-mount mirrors, so there’s none of the big, tall mirror standoffs waving around in the air, and that makes for clean lines to be sure. Many of these changes make for ia marked improvement in handling, and is part of the overall strategy to draw in younger buyers.
It’s safe to call this an entry-level bike, even if the engine size pushes that envelope a bit, and could serve as a good starting point for any rider who plans on moving up into a power cruiser such as a v-rod, Ducati Diavel or any of a number of other sport-cruiser types. All the blackout treatment in the front end, engine, side covers and exhaust lends it a custom vibe and understated style that is a lot less “look at me” than much of the rest of Harley’s lineup.
Harley-Davidson Street Rod Chassis
A double-downtube/double-cradle frame cups and protects the engine, and provides the mount for the radiator and its minimal cowl. Tubular steel members make up the frame as well as the subframe, and a yoke-style, steel swing arm with a rectangular cross-section finishes off the structure. The revised swing arm was lengthened to accommodate the two-inch tire-size increase as well as the increased rear suspension travel of 4.6 inches at the axle. Coil-over piggyback shocks support the rear end with adjustable spring preload.
The front end gets a set of beefy, blackout, 43 mm forks, which look really cool but come with no adjustment. This isn’t uncommon in entry-level rides, so I won’t gig Harley any more than I do everyone else, but don’t you guys think it’s time to start giving us some options here? The technology is available. Just sayin’.
We’ve got cast, 17-inch wheels front and rear with a 120/70 up front and 160/60 on back, and the hoops themselves are Michelin Scorcher 21 radials that carry the tread nice and high to facilitate the 37.3-degree lean angle to the right and 40.2-degree lean to the left. Twin-pot calipers bite the dual, 300 mm front brake discs for plenty of stopping power where you need it most. ABS protection is available as optional equipment, so no matter what school of thought you have on that, Harley has you covered. If there’s a downside to the ABS it’s in the fact that it is non-switchable, so you can’t change your mind later if you’d rather ride without it. Oh well, it is an entry-level bike well under 10 grand after all.
Probably the most notable detail in the chassis has to be the short, 27-degree steering angle and 3.9-inch trail. These are numbers all but unheard of from H-D, and they make the bike come alive. Does it handle like a sprotbike ? No, but if you are considering a ninja or an MT-07, then this isn’t your kind of bike to begin with.
Harley-Davidson Street Rod Drivetrain
Harley’s entire Street family runs the relatively new Revolution X powerplant — an iron-sleeved, water-cooled, 60-degree V-twin — and the Street Rod comes with a high-output version that boosts torque by 8-percent to a total of 47.2 pound-feet. Granted, the curb weight tops a quarter-ton by 16 pounds, so we aren’t looking at a stoplight burner here, just manageable power.
he aluminum jugs house sleeve inserts punch out to 85 mm while the 66 mm stroke leaves the mill significantly over square aluminum jugs house sleeve inserts punched out to 85 mm, while the 66 mm stroke leaves the mill significantly over square in a departure from the norm for Harley, usually the engines run a 45-degree V with a long-stroke configuration. In another departure, a SOHC replaces the old pushrod system to time the four-valve heads. A 42 mm Mikuni throttle body manages the engine, and riders can expect an average of 54 mpg. They can also expect to pull up to the premium pump as the compression ratio also got bumped up to a fairly hot 12-to-1, no doubt to wring every ounce out of this next-to-smallest engine. As for the water cooling, what can I say? I hate the way it looks, but it’s hard to beat the merits of the water jacket if you have to deal with congested traffic, especially in warm weather. Considering that the MoCo bills this bike as an entry-level urban commuter, I gotta’ say it was a good move, and the radiator kind of disappears into the black hole of the engine area so aesthetics aren’t a problem at the end of the day after all.
he aluminum jugs house sleeve inserts punch out to 85 mm while the 66 mm stroke leaves the mill significantly over square aluminum jugs house sleeve inserts punched out to 85 mm, while the 66 mm stroke leaves the mill significantly over square in a departure from the norm for Harley, usually the engines run a 45-degree V with a long-stroke configuration. In another departure, a SOHC replaces the old pushrod system to time the four-valve heads. A 42 mm Mikuni throttle body manages the engine, and riders can expect an average of 54 mpg. They can also expect to pull up to the premium pump as the compression ratio also got bumped up to a fairly hot 12-to-1, no doubt to wring every ounce out of this next-to-smallest engine. As for the water cooling, what can I say? I hate the way it looks, but it’s hard to beat the merits of the water jacket if you have to deal with congested traffic, especially in warm weather. Considering that the MoCo bills this bike as an entry-level urban commuter, I gotta’ say it was a good move, and the radiator kind of disappears into the black hole of the engine area so aesthetics aren’t a problem at the end of the day after all.
Harley-Davidson Street Rod Price
The base-model Street Rod will run you $8,699 in Vivid Black, and the paint department color choices on tap for $8,994. ABS will set you back $750, and the security option is another $395. Sorry California, as usual you get stuck with a $50 emissions package on top of it all.
Harley-Davidson Street Rod Competitor
Harley-Davidson bumps heads with the Big Four right out of the gate. I looked at a couple from the tuning fork company, namely the MT-07 and the XSR900, but ultimately decided that neither was quite as appropriate for an entry-level rider. Next, I took a look at the Red Riders, and lo’ and behold, there I found theCTX700N
Sorta the same but kinda’ different, the CTX is more of a sportbike trying to be a cruiser than vice-versa. A sportystandard, the CTX carries the foot controls farther forward, placing the rider in the windsock position while the Street is much more aggressive. The Honda can be had with or without ABS, but the factory saved some money on the front brakes and went with a single disc instead of dual discs like the Harley. Honda also went with traditional, rwu forks, but much like Harley, offers no adjustments to the front suspension.
Both rides run a twin-cylinder mill, but Honda uses a smaller, 670 cc parallel-twin engine against Harley’s 60-degree V-twin. Water cooling is constant across the board, as is electronic fuel injection, but the CTX comes with a drivetrain option that Harley has no answer for: the auto-shifting DCT transmission. Not only does the fancy gearbox allow for effortless riding, it can enable persons to ride who can’t or don’t want to manage the traditional clutch/shifter setup or folks learning to ride that don’t want everything thrown at them at once. If you aren’t into that, you can opt for the six-speed manual tranny. Power output is similar between the two, with Harley on top at 47.2 pound-feet, and Honda clocking in just two pounds less.
Sorta the same but kinda’ different, the CTX is more of a sportbike trying to be a cruiser than vice-versa. A sportystandard, the CTX carries the foot controls farther forward, placing the rider in the windsock position while the Street is much more aggressive. The Honda can be had with or without ABS, but the factory saved some money on the front brakes and went with a single disc instead of dual discs like the Harley. Honda also went with traditional, rwu forks, but much like Harley, offers no adjustments to the front suspension.
Both rides run a twin-cylinder mill, but Honda uses a smaller, 670 cc parallel-twin engine against Harley’s 60-degree V-twin. Water cooling is constant across the board, as is electronic fuel injection, but the CTX comes with a drivetrain option that Harley has no answer for: the auto-shifting DCT transmission. Not only does the fancy gearbox allow for effortless riding, it can enable persons to ride who can’t or don’t want to manage the traditional clutch/shifter setup or folks learning to ride that don’t want everything thrown at them at once. If you aren’t into that, you can opt for the six-speed manual tranny. Power output is similar between the two, with Harley on top at 47.2 pound-feet, and Honda clocking in just two pounds less.
Honda picks up a win at the checkout counter with a $6,999 sticker on its base-model CTX700N, over a grand less than the base Street Rod, so if the budget is extremely tight, the Honda might start to look pretty damned good. Even the DCT version of the CTX is less expensive at only $7,599, but honestly, if you need the automatic,
the price difference hardly matters.
the price difference hardly matters.
