2017 HARLEY-DAVIDSON 750 STREET ROD
FULL TEST
P118
which raise compression a full
point to 12.0:1, while a larger-vol-
ume airbox feeds a 42mm-diame-
ter twin-choke Mikuni throttle body
(against a 38mm single-choke
item on the Street) and then, via
connected but separate intake
manifolds and revised intake
ports to the combustion chamber,
which duly exhales via unchanged
header pipes into a shorter but
higher-volume silencer. There's a
single injector per cylinder posi-
tioned under each butterfly in the
twin-choke throttle body, and the
revlimiter has been raised 1000
rpm to 9000 revs, with unchanged
ratios for the six-speed transmis-
sion combined with a cable-
operated oil-bath clutch and gear
primary, with belt final drive.
This so-called High Output
Revolution X motor is installed
in a MiG-welded tubular steel
double-cradle frame with a rect-
angular-section backbone, and
the swingarm pivots and shorter
rear sub-section all stamped from
mild steel—the rear one carrying
the number plate and incorporat-
ing the reflectors is a particularly
complex stamping. While superfi-
cially similar to the Street chassis
it has quite different geometry,
with a significantly steeper 27º
rake versus the Street's 32º
for the non-adjustable black-
anodized 43mm upside-down
fork giving 132mm of wheel travel
(against 140mm on the Street),
which it's believed is made by
Endurance—though Harley per-
sonnel in Spain weren't sure. But
if so, that's the Indian supplier
