2007 Victorys On The Road

Victory is a sharp organization tied to 1.9 billion-a-year, Polaris Industries. When they took on establishing another American Motorcycle name, they didn’t mess around, and they’re still not fooling around. Their bikes have the best reputation in the industry for reliability and warranty claims. Where many companies shoot for 30 dealers country wide, Victory already touts 320.

Group of wild VICTORY test riders next to the nasty California Salt n Sea.

They also have a fresh and aggressive marketing approach. Most companies announce their new models once prior to the New Year (in time for magazines to publish articles); Victory scheduled three new product announcements this year. The first was the 2007 new Victory models party. Then they invited the media to fly to Rancho Mirage and ride the new Victory line-up to Borrego Springs for a hands-on approach to their new line-up. Finally in December they will greet the world of motorcycling once more with their new all-touring model. They’re keeping the buzz alive.

The Kingpin with touring package installed.

That’s not all. Victory’s approach to their line-up is amazing. First they’ve studied ergonomics into the fifth dimension, so virtually anyone who climbs aboard a Vegas, Kingpin or Hammer will feel immediately at home. I’ve experienced this phenomenon, at 6’5”, and witnessed its impressions on a 5’6” rider. Then the company wrapped that refined chassis and driveline with at least four outfits. Harley’s line-up includes touring chassis, Dyna and Softail. Victory uses the same frame and basic chassis with their cruiser model, the Vegas, the touring model, the King Pin, and the sportbike offering, the Hammer.

The famous Ness logo.

The final offering is the customized cruiser, the Jackpot, and the Arlen and Cory Ness limited edition versions. Arlen and Cory are also heavily involved in the design of all Victory custom accessories.

So what does this new American Motorcycle Company lack? They’re enhancing their accessory line-up severely for 2007, with a 130-page catalog. They’ve doubled or tripled their apparel line for the new-year. Even their custom colors variations have expanded. Plus, now they offer an S&S engine performance upgrade, to 106 inches of fuel-injected 4-valve per head, overhead-cam V-Twin connected to the rear wheel with a 6-speed, overdrive transmission. Hell, they are even distributing their own line of detailing chemicals.

As far as I can see the missing element is a pure Victory Dealer Lifestyle. That will come over the next five years, as their product-line grows to a level supporting unique all-Victory dealer locations.

For 13 grand this is a score.

Okay, so we went for a ride. Their marketing team set it up, so for three days editors flew into Palm Springs, California and were shuttled to a desert resort in Rancho Mirage. The notion kept each ride more one-on-one, with the staff, and manageable. We rolled out around 9:30 in the morning for 118 desert California miles through La Quinta, across the Pinyon Flats into Anza where Wink Eller, Bonneville champion, hid out for several year behind a Marine owned Barbecue Ribs joint. Great place to hide.

The traditional Vegas.

I jumped an 8-Ball, the standard, low-buck Vegas model decked out in black, but still sporting the 100-inch engine but with only 5-speeds. That made it a tough choice, to my way of thinking. I leaned toward the 8-Ball for it’s all blacked-out self, but that additional gear was a tease. The 2007 model mirrored 2006 except for the additional blacked-out wheels. The elements holding the price low included the solo seat, the blackness versus chrome, the old standard headlight, single front disc and 5-speed tranny, but I like it. It was balanced, agile and comfortable. I didn’t need another brake and that 5th gear was cool on the roads we rambled over.

Vegas Jackpot customized.

So what rocks my boat regarding any motorcycle? I questioned myself as I rumbled along a curvy road leading into the Cleveland National Forest. We weren’t riding in a pack so I peeled out of the parking lot early with the run map sealed into a see-through, Cordura and magnets, envelop slapped to the smooth, shapely tank. I pondered by lucky dice life in the saddle. I’ve been very fortunate to ride most anything, anywhere at anytime. I’ve ridden the best of the best. I don’t look at a bike for the ultimate performance, as if I was destined to haul it to a track. I came from chopper heaven and big boob hell. I’ve never ridden in the dirt and don’t intend to. I like speed and being able to whip a bike around cars clustered into fast moving traffic, which I suspect is much more treacherous that jumping tumbleweed in the desert.

I’m all about cool, classic, clean, fast and reliable. As I curved through the mountains and across California desert valleys I had to ask myself if I would buy a Victory 8-ball and that was mighty easy to answer. Hell yes. My feet fit comfortably on the pegs. If I nailed the brakes, it stopped. If I poured the coals to her, she flew. She shifted with ease, albeit there was a fraction of driveline noise coupled to that solid exhaust thump.

John Molony of Canadian Biker Magazine on a Hammer S.

Another sporty-racer rider caught-up with me in the mountains and passed me handily on a Hammer S with the larger tire, but their sportbike styling. It intrigued me, but I’m not a fan of really big rear tires. Styling is cool to an extent, but when it fucks severely with handling I back off. I needed to ride that bike and check it out for myself. On choppers a 180 is my max and the 8-Ball met my formula with a 180 Dunlop rear and 90/90/21 on the front. Johnny humble calls big tire bikes, Beachball Rides. Here the dichotomy to the fat-assed tire formula. I believe they fuck with handling and look like a hot girl with a super fat ass. On the other-hand guys who sell motorcycles are often approached by young customers who say, “Do you have anything with a bigger tire?” So what’s an industry to do?

Another rider approached as I neared a turn past Aguana on Highway 79. I pulled over to stretch and so did he. We decided to switch, and I straddled his silver Hammer. I decided I wanted to ride every model possible, but especially this Hammer, the Kingpin and ultimately the Jackpot and the Hammer S. The Hammer leans on the muscle cruiser or sportbike adjective, and I believe Victory needs to think along the lines of the cruiser, custom, touring and sportbike characters to run the gamut of our demographics and desires.

Here’s the silver Hammer, my second ride.

What makes the Hammer different from the Vegas? The inverted cartridge telescopic forks to start, 18 front and rear wheels, passenger seat, the new swoopy headlight, dual front floating rotors and the 250 rear Dunlop Elite. The bars were slightly different and the sitting position altered for the dual seat/wide-fender and of course the 6-speed transmission had me clicking away at the shifter more.

Six-speeds are like the new candy on the block. Everyone wants it, to demonstrate their ability to be cutting edge or to own the latest bling. Actually an overdrive has one purpose: Long distance, open road riding. In that case they’re terrific. If you don’t plan to ride to Sturgis annually, across the desert to Vegas every other weekend to gamble or chase broads, or even a long open road commute, they ain’t necessary. The rear suspension on the Hammer was identical to the 8-Ball except for the 250 tire, which I believe makes a difference in handling, suspension and cornering. Big tire bikes have a desire to sit up straight, but after a couple of turns it didn’t bother me.

Kickin' back by the pool, at El Zorro.

I rode into Borrego Springs and there wasn’t a soul in sight at La Casa del Zorro Desert Resort. Two riders were in front of me and both arrived, then decided to backtrack to the notorious S22, that runs through Ranchita. It’s a winding spit of a road well known in sportbike circles. I kicked back, spoke to staff, and ultimately riders filtered in. That’s where I met the big-chested redhead, plus her name was Randy. Made my day. We ate terrific food, then rolled out in the afternoon to hook up with the Victory Photographer Kevin Wing.

There’s the big bastard riding a stripped-down Kingpin.

I was aboard the stripped King Pin to try the last major category in their production line-up, a touring model. The King comes with the 180 tire, a double seat and the inverted forks. They’ve gone to great lengths to enhance the touring abilities with footboards, bags, tour packs, windshields and even radios. Again I was aboard an all-silver bike cutting through the bleak desert toward the 10 freeway back to the hotel. The Kingpin adds to the touring styling with longer fenders and 18-inch wheels front and rear. They give it that Cadillac look that only Arlen Ness can add to a custom.

Kit Palmer, from Cycle News, on a fully custom Vegas Jackpot.

The ride back was just as stable and comfortable as the ride out. The mirrors don’t vibrate at speed affording riders strong rear visibility. The bikes are as stable on the freeway at high speeds as they are in the turns. The unique aspect to all Victories is the exclusive look, sleeks refinements, and finished appearance in a stock/factory bike. They describe their Vegas Jackpot as an extreme custom and in some respects it is. Fit and finish is commendable. The level of chrome is high end. I suppose a polished motor would top it off.

Pete Brissette of Motorcycle.com enjoying the Hammer S.

Unfortunately I didn’t have a chance to ride the Hammer S, which to my way of thinking was the sharpest looking bike, next to the 8-Ball. It had a tach gauge next to the speedometer and a different color scheme to give it a tough road warrior look. I missed comparing the front-end handling, different bars, and fat tire against the 8-Ball.

Randy Twells from Quick Throttle Magazine aboard that Hammer S.

Tor Sagen, a freelance journalist from Europe.

The bottom line is that this series of bikes have their own unique appearance, fit and finish, and you need to try one out. Find an event or dealership. They have over 320 dealers nationwide. When you come back, I’ll be curious of your response. Victories may become a bike that answers lotsa questions. It performs in several areas of the motorcycling spectrum and could even become a man’s custom bike. Plus there’s so much more to come. Hang on for December and their all-new wild touring model like no other. “The New Victory American Touring Bike will be the most beautiful, most comfortable American touring cruiser on the road,” according to their literature. Watch out for Next year and more surprises.