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Harley-davidson V-ROD

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Harley-davidson V-ROD - Technical Specifications Motorcycle, size: 54 KB
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Documents

doc0

2009 Harley Davidson V-rod models
Installation Instructions
Power Commander USB Cable CD-ROM Installation Guide Power Commander Decals Dynojet Decals Velcro Strip Alcohol Swab O2 eliminators

Parts List

The ignition MUST be turned OFF before installation!
YOU CAN ALSO DOWNLOAD THE POWER COMMANDER SOFTWARE AND LATEST MAPS FROM OUR WEB SITE AT: WWW.POWERCOMMANDER.COM
PLEASE READ ALL DIRECTIONS BEFORE STARTING INSTALLATION

2191 Mendenhall Drive

North Las Vegas, NV 89081

(800) 992-4993

www.powercommander.com
15-006 www.powercommander.com

2009 HD V-Rod PCV - 1

POWER COMMANDER V INPUT ACCESSORY GUIDE
A C C E S S O RY I N P U T S
Map The PCV has the ability to hold 2 different base maps. You can switch on the fly between these two base maps when you hook up a switch to the MAP inputs. You can use any open/close type switch. The polarity of the wires is not important. When using the Autotune kit one position will hold a base map and the other position will let you activate the learning mode. When switch is CLOSED Autotune will be activated. These inputs are for use with the Dynojet quickshifter. Insert the wires from the Dynojet quickshifter into the SHIFTER inputs The polarity of the wires is not important. If your application has a speed sensor then you can tap into the signal side of the sensor and run a wire into the SPEED input. This will allow you to calculate gear position in the Control Center Software. Once gear position is setup you can alter your map based on gear position and setup gear dependent kill times when using a quickshifter. NOTE: Harley Davidson models have this feature enabled internally - do NOT use this input for HD models.

USB CONNECTION

ShifterCRANK ANALOG SPEED SHIFTER SHIFTER MAP MAP
Optional Accessories such as Color LCD unit or Auto tune kit.
EXPANSION PORTS 1 & 2

Speed-

To input wires into the PCV first remove the rubber plug on the backside of the unit and loosen the screw for the corresponding input. Using a 22-24 gauge wire strip about 10mm from its end. Push the wire into the hole of the PCV until is stops and then tighten the screw. Make sure to reinstall the rubber plug. NOTE: It may help to tin the wire with solder before inserting

Wire connections:

Analog- This input is for a 0-5v signal such as engine temp, boost, etc. Once this input is established you can alter your fuel curve based on this input in the control center software. CrankDo NOT connect anything to this port unless instructed to do so by Dynojet. It is used to transfer crank trigger data from one module to another. 2009 HD V-Rod PCV - 2

FIG. A

Remove
Open the main seat compartment. Remove the rear seat by removing the two nuts (Fig. A).

FIG. B

Unplug
Unplug the stock wiring harness from the ECM (Fig. B).

FIG. C

Connect the PCV wiring harness in-line of the stock harness and ECM (Fig. C)

2009 HD V-Rod PCV - 3

FIG. D
5 Install the PCV near the fuse box (Fig. D). Use the supplied velcro to secure the PCV in place. Make sure to clean both surfaces with the alcohol swab before attaching.

FIG. E

View of left, lower radiator
Locate the front O2 sensor connection (Fig. E). To locate this connection you will need to remove the bolt for the left hand side radiator cover and pull outwards. Unplug the stock O2 sensor from the main wiring harness and connect the Dynojet O2 eliminator in place of. The stock O2 sensor will not be connected to anything at this time. If using the Autotune kit remove the stock O2 sensor from the exhaust and install the Dynojet O2 sensor in its place.

O2 eliminator

FIG. F
Locate the rear O2 sensor connection (Fig. F). This connection is under the main seat near the fuel tank. Unplug the stock O2 sensor from the main wiring harness and connect the Dynojet O2 eliminator in place of. The stock O2 sensor will not be connected to anything at this time. If using the Autotune kit remove the stock O2 sensor from the exhaust and install the Dynojet O2 sensor in its place.

Reinstall seats.

2009 HD V-Rod PCV - 4

FIG. G

Follow these instructions when installing the Autotune kit (part #AT-100) Lift the main seat up. Remove the cosmetic cover over the air box. Using the supplied velcro install the Autotune modules as shown in Figure G. Make sure the velcro does not cover the designation of the unit on the back (AT #1 or AT#2). The modules are coded to the front and rear cylinders.

FIG. H

Remove the right hand side cover by the steering stem (Fig. H).

FIG. J

Diagnostic plug
Remove the rubber plug for the diagnostic connector. Using the special V-rod extension lead plug one end of the lead into the stock diagnostic connector (Fig. J). Route the Autotune harness along the right side of the airbox and plug the other end into the Autotune kit.

2009 HD V-Rod PCV - 5

FIG. K
6 Connect the longer harness to the front O2 sensor. Route the harness along the front down tube and along the backbone of the frame to Autotune module AT#1. Wire the harness to the module per Figure K. The harness can be cut to length if desired. Repeat step 4 for the rear cylinder. Wire the harness to Autotune Module AT#2. The harness can be cut to length if desired.

FIG. L

Use the short CAN bus cable to connect one Autotune module to the other. It does not matter what ports are used. Use the longer CAN bus cable to connect one of the Autotune modules to the PCV. It does not matter what ports are used. Install the CAN termination plug into the open port of the Autotune module. Secure the harnesses in place as to not contact the exhaust. Reinstall the side cover. Go to www.powercommander.com for maps and software updates.

doc1

NEW BIKE REVIEW

MIKE KRAGER

The bike I hate to love

HARLEY-DAVIDSON V-ROD

64 AMERICAN IRON MAGAZINE JANUARY 2008

www.AIMag.com

I HATE THIS BIKE. BUT ITS NOT THE KIND OF TERRIBLE disdain that I might feel toward, say, a rival baseball team. No, its more like an annoying radio jingle. As much as the song might bother me, I still find myself humming the tune all day long. Such is my reaction to the 2008 V-Rod you see here. There are so many things I detest about this bike. Yet, I cant resist hopping on it whenever I get the chance.
Now, dont get me wrong; its not all bad. In fact, th ere is plenty to love about this bike. For start ers, the V-Rod and all VRSCs have been upgraded to the big-bore, 1250cc liquid-cooled engine that was previously found in the Sc r eamin Eagle VRSCX. Of course, those who coughed up the 20 large for a CVO Rod just a year ago are likely kicking th emselves now, since th eres nothing between th em and the 2008s save for a fancy silver and o r ange paint job. Unforeseeable changes aside, this is a fantastic p o w erplant and should have been in the stan d ard V-Rod lineu p all along. Hit the start button and the V-Rod immediately comes to life, then settles into its gentle idle. The placid purr of the Revolution engine cleverly hides the fact that this bike is ready to kick some serious butt at a moments notice. Drop it in gear, twist the throttle, and youre instantly hurtling down the highway, leaving most air-cooled riders in the dust. Power delivery is amazingly smooth across the entire rpm band, and doesnt fall off until just after 8300 rpm, just 700 shy of redline. Maximum horsepower comes in at just over 107 and peak torque shows an equally impressive 73 ft-lbs. (see dyno chart). The V-Rods never fail to be the kings of our Harley dyno runs. And the best part of all is that a majority of the power is truly usable and available right where youll be riding, between 4000-7000 rpm. Below that point, its essential to drop down a gear to get moving with any authority. Now, that rpm range is obviously quite a bit higher than us airheads are used to, but once you get the feel for changing gears and keeping the revs a bit higher, the reward is loads of power on demand. Speaking of changing gears, the V-Rods transmission still proves to be one of the smoothest in the Harley lineup. Gear c h anges are effortless and precise. However, I still cannot fathom how, with all of the technology and advancements packed into
www.AIMag.com JANUARY 2008 AMERICAN IRON MAGAZINE
this bike, it continues to come with a five-speed transmission y ear after year. The addition of a sixth gear would not only make highway cruising much more enjoyable at a slightly lower rpm, but it might help take some of the sting out of my next point: The 1250cc engine is seriously thirsty. Its insatiable appetite for petrol actually becomes rath er annoying, as youll find yourself having to stop for gas ev ery 110 miles or so. There was actually a point on a long highway cruise when I wondered which needle was moving f a s t er, the speedometer or the gas gauge. For me, with a 90-mile roundtrip commute to work each day, filling up that often is just out of the question. Of course, some might suggest I remedy the V-Rods thirst for gas with a more gentle application of the throttle. Impossible. The V-Rod is so much fun, both tossing it around corners and blasting down the highway, that it just begs you to stay on the throttle and push harder and harder. And, despite carrying 240mm of ru b b er out back, handling is su p erb. Tu rn-in is sharp, and youll have no problem wringing
this Rod out on your favorite backcountry road. That fat rear tire also provides tons of grip when coming to a quick halt. And stopping is something the V-Rod does almost as well as it accelerates. Wi th dual-disc Br embos up front and the ABS system that our tester had, braking power is astonishing. So, with all of these great attributes, how can I hate the V-Rod? For start ers, this bike is ex t r emely uncomfortable. The high-fashion, two-tone seat looks fan tastic, and its deeply carved bucket allows riders of all sizes to put both feet on terra firm a w i th ease. Ho w ev er, the back of the saddle pushes the rider so far f o rw ard that I felt as if I was sitting on top of the air box. The handlebars have a ridiculous amount of pullback, and the foot controls seem to be in a gray ar ea somew h ere between forw ard and mid. At 6' 3" tall, all of this makes for a riding position that feels more Vespa th an V-Rod. And, ev en though all the lines of this bike flow into each other forming a truly stunning visual package, the Motor Company decided to throw a wire spoke wheel out front. Im just not digging it, combined with the solid rear. And that exhaust. Do n t get SAE Horsepower RPM (x1000) SAE Torque (ft-lbs.) me started. Its not only visually obtrusive, but with the collector directly below my knee, all of the heat funnels straight up my right leg when at a stop. Sure, its true that most of these items could be remedied in the aftermarket. But, when throwing down an as-tested MSRP of $17,465, Id hope to be pretty happy with this bike right off the showroom floor. Perhaps the most annoying aspect of all is that this bike is so close to riding perfection. And, regardless of everything I despise about this V-Rod, I still find Max Power = 107.48 Max Torque = 73.38 myself humming right along and singing CF: SAE, SMOOTHING @ 4 Our thanks to Dyno Solutions (203/748-0741) for the use of its dyno facilities. its praises. AIM

 

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