Roehr 1250SC Sportbike - First Ride

A Supercharged Sportbike Straight From The Heartland

Cloaked in gorgeous bodywork by Sharkskinz, it's difficult to resolve the Roehr (say "roar") 1250SC with its Frankenstein-like spec sheet. The 1250cc Harley-Davidson Revolution motor isn't the only repurposed component here. Look closely and you'll spy bits from Ducati, Yamaha, Honda, Suzuki and Buell motorcycles. It's a testament to Gurnee, Illinois-based designer/builder Walter Roehrich's ingenuity and engineering ability that the bike looks so cohesive-and works surprisingly well, too.

Twist the throttle and you'd never guess there's a V-Rod motor lurking inside. Boosted by a belt-driven Rotrex centrifugal supercharger, output is a distinctly non-cruiserish 169 bhp. The supercharger progressively builds to 8 psi of boost at the (conservative) 9100-rpm redline, and is equipped with a bypass valve so the 1250SC acts like any normally aspirated motorcycle off-throttle. Though the slower-revving twin lacks the manic character of a comparable four, the 1250SC's ability to compress time down the front straight at Blackhawk Farms Raceway leaves no doubt this is one very fast motorcycle.

The supercharged V-twin is tall, which made packaging a challenge. The faux fuel tank is actually a cover for the supercharger and battery, while a fuel cell under the tailsection carries a barely adequate 3.2 gallons. Call it mass decentralization. The "bi-metal" frame consists of 4130 chromoly-steel main spars bolted and bonded to billet-aluminum sideplates, built to Roehr's specs by Randy Illg at Framecrafters in Union, Illinois. The single-sided swingarm is fabbed from laser-cut sheet steel. Factory V-Rod rubber motor mounts are retained to quell vibes.

With typical geometry (56-inch wheelbase, 23 degrees rake, 3.5 inches trail), the 1250SC handles like any other sportbike. Steering effort is light, though the bike turns in slowly-likely due to its higher center of gravity. Outright handling was difficult to assess, however, as the pre-production prototype was severely undersprung. The 1250SC pushes 500 pounds, ready-to-ride (the V-Rod motor alone weighs a massive 197 pounds), which is around 50 pounds more than the Ducati 998 that donated the hlins fork or the Yamaha YZF-R1 for which the hlins shock was originally intended. The suspension simply wasn't up to the task, resulting in excessive chassis pitching in both directions that compromised grip-and confidence. Roehrich assured us that spring rates would be corrected on the forthcoming production versions, set for delivery by the end of the year.

Roehrich also hopes to fine-tune the slipper clutch. Calibrated for the longer, much-heavier V-Rod, it allowed the rear wheel to occasionally lock under deceleration. Same for a slight disagreement between the Ducati throttle assembly and V-Rod throttle linkage, which made it difficult to smoothly pick up the throttle mid-corner. These are minor pre-production issues, however, which should prove relatively simple to resolve. The Roehr 1250SC is essentially a coherent and capable machine-especially considering its disparate origins-and one that seems worthy of Roehrich's claim to be "a new American performance legend."

Tech Spec

A supercharged V-Rod motor in a hand-built chassis.

Big-buck V-twin specials such as the Ecosse Heretic, Vee Two Super Squalo and Wakan Track Racer.

Price: $49,999
Engine type: Supercharged l-c 60-deg. V-twin
Valve train: DOHC, 8v
Displacement: 1250cc
Transmission: 5-speed
Claimed horsepower: 167.7 bhp @ 9100 rpm
Claimed torque: 99.6 lb.-ft. @ 8000 rpm
Frame: Steel spars with cast-aluminum sideplates
Front suspension: 43mm Ohlins inverted fork with adjustable spring preload, rebound and compression damping
Rear suspension: Single Ohlins shock with adjustable spring preload, rebound and high/low-speed compression damping
Front brake: Dual Brembo four-piston radial calipers, 320mm discs
Rear brake: Brembo two-piston caliper, 230mm disc
Front tire: 120/70-ZR17 Pirelli {{{Diablo}}} Corsa III
Rear tire: 190/50-ZR17 Pirelli Diablo Corsa III
Seat height: 31.5 in.
Wheelbase: 56.0 in.
Fuel capacity: 3.2 gal.
Claimed dry weight: 432 lbs.

**Verdict **3 stars out of 5
Impressive power, but the chassis still needs fine-tuning.

They say: **"The fastest and most powerful American production sportbike."
**We say:
"At almost 170 horsepower, we won't argue that!"