Editor’s Note: This was a helluva Victory test with three Victorys screaming across the south to the East Coast. This article is made up of actual reports from various riders, including an active Army Colonel, Prince Najar; Commander Edge the boss of the Smoke Out, Paul Aiken, of Aeromach, and me, the Bikernet janitor. You’ll stumble on chunks of my Long Road Ride story for the HORSE Mag and a variety of highly articulate impressions on the three 106-inch motorcycles: the new bobbed High-Ball, the original Ness-inspired Vegas, and a Cory Ness signature Cross Country. Plus we grabbed impressions from Doc Robinson and Rick Fairless. Enjoy the ride.
–Bandit
The Victory Taste of the Long Road
I pondered packing light for the Long Ride, and the packing plan went all to hell in the blink of a high beam. I started with my Bandit’s bedroll, a handful of skivvies and clean socks, a couple of shirts, and then helmet laws jumped into the mix. My mission included flying from Los Angeles to New Orleans, picking up a Victory flat-black High-Ball motorcycle and riding to the Smoke Out in Rockingham, NC.
The next morning, I awoke with a start. I was scheduled to ride with an active Army colonel, Jeff Robinson, Jeffery P COL USAR 88TH RSC, and a show producer, Prince Najar, the man who turned the custom aspect of the international bike show circuit around this last year, when with Bob Kay, they created the Ultimate Builder Custom Bike Show program and their show series became the first American AMD World Championship Show affiliate with over a dozen stateside venues annually. I could smell the scent of gasoline on the B-ville third floor French Quarter historic hotel and thought for sure I would be subject to a military inspection and grilled for being AWOL.
The Long Road run became a serious badge of honor. Over 10,000 folks might show up at the Smoke Out, but the challenge to ride across half the country and arrive at the Smoke Out on your home-built chopper reduced the numbers to less than 100.
For an hour and a half, we rumbled along pristine roads over the Mississippi River to pick up or Polaris-built rides. We finally arrived and met John Soileau, the general manager of Performance Powersports in Houma, LA . His professional crew rolled out three Victory motorcycles: a flat black High-Ball, a Cory Ness-adorned Cross Country touring machine, and a Ness-customized Vegas. However, the crew immediately noticed problems and rolled all three back into the service department to check them over. My High-Ball had a dead battery, and the crew asked us to grab some lunch and return.
The staff replaced my faulty battery and we peeled out an hour later, toward New Orleans on several highways, including US 90 to reach I-10 right through the business district of New Orleans and then due east. I immediately felt at home as we began to make Long Road progress on I-10, rumbling along rich, tree-lined highways, but then billows of fiery smoke filled the sky ahead. It was already hot as hell, but suddenly we were forced to stop under the blistering sun 100 yards from a forest fire. The Colonel immediately monitored the temps as we rolled closer to the volunteer emergency vehicles on both sides of our eastbound lanes. The forest fire bristled behind the line of tall pines, cypress and hickory trees, as we stood in the middle of the road in temps cresting 109 degrees.
Hot wind feathered the flames, and abruptly the fire jumped the highway into the tree-lined medium and set it ablaze. For an hour, we melted in the heat until th fire fighters scored a victory and we were set free. I could sense the miles growing between us and any other Long Road travelers, seriously out in front of us.
We cut a hazy trail east through billows of smoke, but just as the sky turned blue, a gray mass slipped overheard and unleashed a torrential downpour, less than five miles from the blazing inferno. We pulled off the interstate, gassed up, and a guy in a truck yanked his I-Phone and checked weather patterns. We discovered our front was a rapidly moving storm tip. We rode another couple miles and out from under the monsoon cloud. Another five miles and we were dry except for the sweat. The Cross Country, with spacious bags and a windshield, was also equipped with a mounting bracket for a GPS.
We rode into Mississippi past Gulfport and Biloxi. The roads were fine and smooth aboard the comfortable Victory motorcycles, and the roads became more interesting as we crossed mile-long bridges over chunks of the Gulf of Mexico, skirting the coastline on a short chunk of Mississippi into Mobile, Alabama, another port town. When they originally carved the state lines, the powers made sure that each state reached the coast and had a port town for commercial endeavors.
We blew in and out of Alabama in an hour, then into Florida, but on the outskirts of Pensacola, we pulled off the freeway for gas and I could no longer shift gears. I had lost the front shift linkage fastener after shop closing time. Another rider pulled up and offered immediate assistance and guidance. We went in search of an auto parts shop, but it was late, and the sun was fading in the west.
The colonel attempted a key-ring fix and we ultimately tried a couple of tie-wraps from my Bandit’s bedroll. I shifted carefully and we hit the road for Destin, Florida, about 100 miles east. It was dark as we cut south off the 10 onto the 110, narrowing to highway 98 along roads much like Atlantic Avenue in Daytona, strips of sand lined with tourista hotels, bars, restaurants, stop lights, and souvenir shops. It was dark and difficult wearing shades to keep a watchful eye on tourists in compact cars, franchise neon, and find our hotel. At 9:00, we rolled into our Comfort Inn parking lot. Since shifting was light, the tie-wraps held.
The next morning, we scrambled out of the sack and hit the box breakfast line near the lobby. My list burned a hole in my already sweaty Gusset Jeans pocket. I had to find a metric bolt and nut, fix my shifter, find Sonny, find the rest of our crew, interview a couple of Long Road participants, pack and get the fuck out of Destin. I snorted a yogurt and a bag of Raisin Bran cereal and peeled to the lobby, where I met the gang from Gangster Choppers, out of Richmond, Virginia. Sonny was part of that crew, the guy who screen prints their t-shirt line. His wife sternly instructed me to keep an eye on her husband.
Rumor spread of my fastener dilemma and brothers from all over the country unloaded their tool bags in an attempt to repair my shift linkage. Victory motorcycles are built by Polaris, and for some unknown reason, the American-built motorcycles are constructed with metric fasteners. I needed a simple ¼-20 bolt about an inch long. That would have been the easiest bolt on the planet to find, until you toss metric into the mix. The simple ¼-20 wouldn’t fit.
We had to find metric or die trying. A brother, Stan Rabka, who attended this auspicious gathering with his wife, Gayle, found just the right bolt and nut. I was ready to rock, the Colonel was packed, with his lovely guest, Tiffany, and the producer bitched at me about video interviews. The Gangster Chopper crew offered to haul our gear.
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We were on the road again with John Dodson, the young master builder, Sonny, Marc, and a short older rider on a brilliantly metallic yellow Softail glistening in the Florida sun. I had never ridden through these areas of the country. The lush, verdant scenery, equipped with smooth roaming two-lane highways slithered through back areas toward highway 231 heading north to Interstate 10 and east again. Our first stop found Sonny’s chain smoking. It wasn’t an O-ring job and hadn’t been oiled. We bought a quart of oil and gave it a bath. Don’t tell his wife.
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We kept moving north on highway 231 into Alabama. Sonny and John rode rigids and we kept the pace below 75 mph. Marc lead the pack with a highbar late model Dyna glide, with gangster styling and no mirrors, which made the ride damn exciting. A couple of times Marc and I lost the pack, because the road captain couldn’t see behind him. I had to catch him and pass him the memo.
We shifted off 231 onto some small highways, slicing across Alabama and heading for the Georgia border and John, who rode a brilliant Chop Off contender. He was under the impression that to compete in this tight three-bike competition, he had to ride his jockey-shift custom rigid the Long Road distance. What a fine machine, from the highly modified Paughco frame to handmade handlebars. The bike was fresh, clean, and John was concerned about overheating, so just as we reached Interstate 85 heading into Atlanta in the late afternoon sun, he decided to take a break, change oil, and let ‘er cool. He encouraged us to keep moving.
I don’t like to ever break up a pack, but we were burnin’ daylight and the three Victorys lit out to reach Atlanta and dodge rush hour congestion. The roads through Florida, Alabama, and Georgia were pristine with carefully cleared and mowed borders between the pavement, and tall stands of southern long-leaf pine trees. As soon as we rolled into the congested city, road conditions deteriorated, but the last 100 miles reminded me of younger days flying to any destination. I planted my bedroll over my speedo, which was set on kilometers, so I had no idea of our speed. It could be changed, but I didn’t know the secret code.
I picked the fastest car in the pack ahead of us and started a pacing process a ¼-mile back. He or she was driving a small metallic turbo-charged fast and furious street racer. It was easy to spot. If cops were around, she was my lost leader. We rumbled up to around 85-90 mph and started to weave through traffic, as if we received a dime for every car we passed and a quarter for each truck. When we weren’t passing, we slipped into the right lane. Those Victorys were quiet, but the 106-inch motors got up and grooved when we needed to slip past a half-dozen cars.
Again, we downed a couple of dark beers and an appetizer next to our Atlanta historic hotel and hit the hay. During the munchies at Café 64 next door, we heard the Long Road first injury report. A brother, Meyer Statton, caught a chunk of dreaded truck retread, kicked off the pavement by a motorist. It hit him in his full-face helmet screen, driving the sharp plexi into his left eye. He was a loner tagging along with a bunch of Long Road riders from Tennessee. They stuck with him and called 911, but since the injury occurred at the Georgia/Alabama border, the agencies couldn’t decide who to send, so no one came. The brothers researched the nearest hospital and called them to the rescue. The reports of his injury ranged from the severe to the macabre.
The next morning, I abruptly jumped outta the sack. Where were my bags, where was Sonny, had he checked in with his wife, where the hell was I? A light humid rain cleansed the area as we quickly rolled out.
Twice, brothers, including the Colonel and Anson Alexander, recommended riding without underwear to prevent chaffing in the heat and humidity. Reports filtered in that “El Nomad” Charlie, from Barstow, California would be the first to arrive in Rockingchair. The pressure was on again as we blazed into South Carolina to a small town where the Commander lives near a lake and a campsite for the Long Road party.
Jeff’s Vegas left its license plate on the road somewhere between Louisiana and Georgia, so we made arrangements to pick up another plate in Charlotte. We peeled through 100 miles into Charlotte at 90 mph and found two Iron Thunder bars near H-D dealerships. We hit Mac’s Speed Shop, another barbecue biker bar for bike night, in Cornelius, where I met the oldest beer in America, Yuengling.
“It tastes like it,” said one of the other patrons.
We toured the vast Aeromach machine shop, owned by Paul Aiken, grabbed a license plate from the Ride One Victory dealership and prepared for the final early morning run to Rockingville. Paul and his wife, Molly, have an old blind Jack Russell terrier bopping around their hardwood floors as if it was a teenager, but it bumped into furniture and snarled at me. I smelled bad. We rolled out of his long gravel driveway on the three Victorys again, passing pink trash containers and bright delivery trucks with the word Bimbo painted in large pearlescent letters on the sides. I was lost again. Paul rode a blacked- out and pinstriped Victory Vision. He is a major Victory fan with five Victorys under his belt.
We tried to talk a beautiful brunette, Pam, into flying with us to the Smoke Out. She was tall, soft on the eyes, and sharp in the mind. She once took a job with Robbie Gordon racing until they told her to sleep with a sponsor. They pushed her around, but she wouldn’t give in and moved on. Once more, we roamed through beautiful historic towns, along pristine roads, and through thick green cornfields for a couple hundred miles into Rockingworld. Located across from the Rockingham Speedway race complex, the Smoke Out was a buzz of motorcycles.
For the first time, we found Captain Jack and checked in. I found Sonny and he checked in at home. The rider who injured his eye refused to be bedridden, climbed on his bike and rode to the Smoke Out. Another couple faced life-threatening brain surgery, but told the doctor it had to wait until after the Smoke Out.
Victory High-Ball Impressions–Bandit
I straddled the flat black High-Ball from New Orleans to Rockingplanet, North Carolina, I do have something to say about this bastard I didn’t mention above.
Victory accomplished something that Harley needs to consider. Since Victory kicked off a new platform, they studied the ergonomic aspects of today’s riders, and then built a motorcycle that fits.
Almost anytime I straddle a Victory I feel at home. They feel light, but at slightly over 600 pounds, that’s mostly an indication of balance.
At first, I told onlookers that it needed new exhaust and a cam, but as I rode it, my impressions changed. Sure, the damn thing needs more voice. It’s too quiet, but the performance band was impressive.
Usually, I start to analyze what I would modify to give any motorcycle a Bandit flair, but that’s tough for this model. No, I’m not a fan of white walls, but they seemed to work here. I wouldn’t change the seat, and the bars were perfect for my 6’5″ frame. Even the detailed black wheels with stainless spokes worked well with the overall theme.
If you get a chance to ride a Victory, give it a shot. The only drawback is the metric fasteners, and the clunking gear-driven primary. For such a refined, state-of-the-art machine, that clunking sound seemed second-rate. Plus I noticed that my primary got exceedingly hot in the humid south, and occasionally, I had to move my left boot to avoid the sting.
One more left foot consideration. I have big size 13s. Once in a while, while lifting the kickstand with my left heel, I would find my boot trapped between the kickstand and my left foot peg, which could be precarious.
That’s all I’ve got to say. Polaris nailed the bad-ass styling, the detail, the comfort, the performance, and the handling. Mechanics don’t like them, because they don’t get to work on them except for service, and this 106-inch monster hauls ass. If you don’t like the bars that high, they were designed to be two-position adjustable. This bike looks tough, rides tough, and handles like a dream.
The Colonel on the Cross-Country Cory Signature Model
This past week I had an opportunity of a lifetime. I was asked to test ride a Victory motorcycle during the Long Road ride to the Smokeout. The ride was organized by Jeff Najer who accompanied me on the ride along with the famous “Bandit” aka Keith Ball owner and operator of Bikernet.com.
The Long Road took us from New Orleans, Louisiana through Destin, Florida, Atlanta, Georgia; Columbia, South Carolina and on to the Smokeout outside of Rockingham, North Carolina. For the majority of the ride, I operated the Victory Cross Country which to my surprise was a very comfortable touring motorcycle.
When I first saw the Cross Country at the Victory dealership in Houma, LA, I was intimidated. My usual ride is a 2004 Harley Roadster, which I lowered, extended the handlebars, added a Mustang seat, and drilled-out the baffles. My usual ride is much lighter. At first, I felt like a fish out of water, not sure if my 160-pound, 5’7″ frame would be able to handle such a bike. However, in no time I was swimming like a pro.
I found the Cross Country very easy to maneuver. The windshield fit my frame perfectly and eliminated wind drag at all speeds. The suspension easily handled any load I added and I rarely noticed a passenger on the back. The seat matched the comfort of the Mustang seat on my Harley. After 1000 miles, I was ready to do another 1000 miles.
The controls are easily identified and the radio was a sharp feature. There was even an attachment for an I-Pod. Unfortunately I am a Droid fanatic, so could not use that feature. Maybe they will add an attachment for the Droid on future models. Cruise control was an awesome feature and kept the bike at a constant speed.
On the downside, I did find a couple things annoying. First, I could feel the engine heat in the area directly above the gas tank/seat. In the rain, this was actually a benefit as it helped keep me warm but during hot days, it would have been better if the designer would move heat away from the rider.
I also found the kickstand hard to get to. If I ended up purchasing this bike as is, I would add an extender, as I found it difficult to extend the kickstand on the first try. Finally, the latches for the saddlebags and rear compartment did not always work.
All in all, I found the Victory Cross Country a luxury motorcycle and would consider using such a bike on any extended ride. It truly matches any of its competitors in terms of comfort and usability.
—The Colonel aka Jeff Robinson
Paul Aiken of Aeromach Manufacturing
Had an opportunity to try out the new Victory High- Ball. I have seen all the videos of the build and design process and Roland Sand’s take on the High-Ball, but this was my first chance to take it for a ride. My initial impression was of the visuals of the bike. I like the flat paint, the fat front tire, small front fender and the mini ape bars. I would change the headlight and the fat monster cans on the exhaust. I owned a Victory Kingpin with the same headlight. The KP looks good with that light but the High-Ball needs a round bobber headlight.
Riding the bike was more comfortable than I thought it would be. You can adjust the bars down to a lower position by loosening a few bolts on the risers and controls, but we left them up. The upper position puts you in a more aggressive riding position, which felt damn good. Turning requires a little more work due to the fat tire and the bar position, but it was an easy ride and I actually enjoyed it.
The engine and transmission felt well-refined and sounds were not at all harsh. I know that the 2012 trans has been re-worked and shifting was positive in both feel and sound. It shifts a lot like my 2001 Victory Cruiser. The 106 c.i. engine has plenty of power and feels great in all ranges. I would gladly add this bike to my stable!
I recently picked up a 2010 Victory Vision 8-Ball and swapped with Bandit. There were many differences between these bikes and some similarities as well. Both bikes have the 106/6 combination, but I think that they may have tweaked gearing for the different riding styles.
My Vision is my fifth Victory and it is the best one yet. They just keep getting better. The “Coupe De Vision” is extremely comfortable with a low sculpted seat that is the most comfortable stock seat I’ve ever had. It has terrific back support and with the large floorboards, you can really stretch out for a comfortable highway cruise or pull your feet back to a mid-control position to carve the corners on a twisty road like the Blue Ridge Parkway or the Dragon.
The Vision has love-it-or-hate-it styling but the 8-Ball version, with its blacked-out features and lack of trunk help make this a more eye-appealing ride. You can’t stop and buy gas or park it at bike night without spending 30 minutes answering questions.
Victory uses one wiring harness for the Vision regardless of features so it is easy to add features like the electric windshield motor (I did), heated seat, heated grips, etc. if you so choose. There is no radio on the 8-Ball but that is just fine with me. I never listen to tunes when I ride. There is an amplifier option that is available from the aftermarket. I installed one on my bike but I rarely use it.
I enjoyed the ride on the High Ball and would love to have it for around town. Lots of well thought out features and good looks. The Vision will continue to be my main ride and I’m looking forward to the open road on the way to Sturgis this year for the Vision’s first trip out.
–Paul Aiken
Aeromach Manufacturing
I just rode a Vic Cross Country to Phoenix and back. We went 2500 miles. At one point, early in the trip, we were just cruising along, I was listening o my I-Tunes, and I looked at the speedo. We were doing 95 mph.
I immediately looked at my mirrors – perfectly clear, felt the handlebars for vibration -none, felt the floorboards for vibration – none. I started thinking, if I was perched on my tricked- out FLH, at 95 mph, it would be dancing all over the road and vibrating my fillings loose!
Bandit asked about one of my Victory experiences: We were headed to Alabama and my pals were on Vics, and I was riding my FLH. We were in Marshall, Texas, 170 miles from home, and I developed an electrical problem that we couldn’t fix on the side of the road. I got pissed and called my GM, Gene (a fellow Hamster) and told him to pull me a Vision off the showroom floor, put gas in it, and bring it to me. I rode it to Alabama and back, over 2000 miles, and I fell in love with the Victorys.
I recently bought a Cross Country that I am customizing. It will be very cool. The paint will be ’60s and ’70 cartoons. Remember – Heckle & Jeckle, Foghorn Leghorn, Clutch Cargo, Felix the Cat, Rocky & Bullwinkle, Mr. Peabody with his pet boy Sherman, Top Cat, Mr. Magoo? They’re all there & more. I love the Vics.
I also like the new High-Ball. I’m sure you loved it on your ride to the Smoke Out. Here’s my Vic mantra, “When I bar hop, I ride a Rick Fairless Custom; when I get out and lay down some serious miles, I only ride a Victory!”
–RF
Strokers Dallas
http://www.strokersdallas.com
Victory Experiences from Doc Robinson, Tech Editor, Heavy Duty Magazine in Australia
I was an avid follower of magazine articles about the forthcoming new American motorcycle and looked forward to its release. To say it was a disappointment when I first sighted it in Sturgis would be an understatement. It looked ugly and a test ride proved it to be a sluggish performer with the worst gearbox ever fitted to a motorcycle. Even the engine, though relatively technically advanced compared with other v-twins, looked agricultural. That was several years ago.
Fast forward, a few years and thanks to the involvement of Arlen and Cory Ness in design improvements, the range became way more stylish. Then enter the Vision. Wow – here was a bike that went its own way and then some. I jumped on one in 2008 and rode it from SoCal to La Crosse, Wisconsin for the S&S 50th and then back through the mid-west to Hollister for the rally, and then up to Washington and back down the Oregon and California coasts, across Nevada, and points beyond. A total of 8000 miles in three weeks with every moment hugely comfortable and great fun.
Since then I rode a Kingpin from the southern coast of Australia to the north and back, some 2000 plus miles, and a Cross Country from Queensland down to Melbourne Victoria, a bit over 1200 miles. I also drag raced a Victory Hammer in the Darwin street drags.
I’ve enjoyed each of the models immensely and have become a fan of the marque. Nowadays, not only do they have a powerful motor, with a ton of torque along with good looks, but they’ve finally got that gearbox right. Well, very close.
Jeff Najar, or “Prince Najar” on the Victory Vegas
At Biker Pros, we do publicity and event management. While putting together the Ultimate Builder Custom Bike Show, the show within the International Motorcycle Show, I met with the publicity guys from Victory and pulled together a ride to test the new Victory High-Ball. They threw us a troika of Victory motorcycles to run from New Orleans to Rockingham, NC.
I threw a leg over the 2011 Victory Vegas for the 1,000 mile trip and the first thing I noticed while sitting on the bike is how substantial it feels and how sano the controls are; no frills, just solid engineering.
The handlebars are wide and easily within reach for a comfortable and confident operation.
The seat is low and the foot controls are positioned forward, which places the rider in a relaxed position and allows you to stay in command of the open road.
It took me about five miles to get in sync with the bike. The digital display keeps track of the gear selection in the 6-speed overdrive transmission. The shifting is smooth and there is plenty of power as you snick you way up to 6th gear. Bandit held point most of the run through the ride and we routinely were loping off swaths of tarmac at 80 to 90 mph. The Vegas would run at these speeds without breathing hard.
The counter-balanced 106-cubic-inch Freedom V-Twin mil produces 97 horsepower. The Victory boys did some late nights in the dyno room because the bike pulls nicely and it is spot on where you need it most… off idle and in the passing zone.
I’ve got to say that I really enjoyed the suspension that was built around this 645lb brute. The front end uses hydraulic telescopic forks with 5.1 inches of travel, with the rear sporting mono-tube shock absorbing 3.0 inch of travel. The bike just soaked up the irregularities in the tarmac like a champ.
My only complaint with the Vegas is the seat. After 20 minutes, I’m looking for a new position. Slide over on the right cheek, slide over to the left check, pop the leg on the primary. It hurts thinking about it. If this sled was parked in my garage, an updated seat would be my first upgrade.
All in all, Victory has built an exciting machine. It looks good and runs like a scalded cat. After being on it for a week, my Nightster felt like a scooter.
–Prince Najar
See you at the Ultimate Builder Shows this year
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Commander Edge, Boss of the Smoke Out
I didn’t send any impressions… but if you want I can. I would probably be OK not sending any impressions.
I really cannot get excited about a fuel-injected motorcycle. Call me a luddite but I never will. Fuel injection is the death of our culture. Water-cooling and the rest will follow close behind. Fuel-injection is generally for people that will not be working on their own bikes. Sure, there are exceptions. Like those engineer types smarter than me or professionals that go to school to learn. Fuel injection killed the car culture and history is repeating itself. It used to be most guys could tune their own cars and get help from a neighbor when needed. That culture died with fuel injection. The air-cooled H-D was the final bastion of the culture of man and machine–Freedom.
I do not personally know anyone who gets excited about any new Harleys now… Never thought that would happen in my life. Seriously though, so much plastic, metric nuts and bolts (and we get to guess which is metric and which is standard), more foreign parts, fuel injection… if I was willing to deal with all that (or more likely if I was willing to have my bike serviced at a dealership) then I should also be willing to consider all bikes in that category, such as Honda or Kawasaki. You can’t fairly compare a Victory (or a new Harley) to a pre-fuel injected H-D. The fair comparison would be against Hondas and the rest and, dollar for dollar, H-D and Victory will get their asses kicked.
The crack down on kit bikes with S&S engines and such… was an atrocity. People want simple bikes that they can work on themselves. These manufactures know this, and it is easier for them to be complacent (or supportive of the EPA) as the EPA tries to kill off that segment of our industry. The manufacturers went along so that they will be the only alternative, but in the end, we must reject that alternative.
I have personally chosen to reject any fuel-injected bike and spread the word. My hope is to grow enough of us to tell the EPA to go to hell and leave us alone. I realize it is improbable but whatever. We live in a world of environmental laws made by fuckheads that live in 10,000 square foot homes that consume more energy and produce more pollution than hundreds of air-cooled motorcycle engines ever would (when you realistically look at how many miles the average person puts on those bikes each year).
Honestly we need these companies to be in a position where they will fight the EPA or go out of business. As long as we are willing to buy bullshit we have lost. I know that sounds a bit crazy and not good for our industry, but I really believe it.
–Commander Edge
He may be justifiably down on the EPA and fuel injection, but when his bobber broke down on the long road he enjoyed a few hundred miles on the reliable Victorys.–Bandit
Victory Model Specs:
High-ball
ENGINE
Battery 12 volts / 18 amp hours
Bore x Stroke 101 x 108 mm
Charging System 38 amps max output
Clutch Wet, multi-plate
Compression ratio 9.4 : 1
Cooling System Air / oil
Displacement 106 ci / 1731 cc
Engine Type 4-stroke 50° V-Twin
Exhaust Staggered slash-cut dual exhaust with crossover
Final Drive Carbon Fiber Reinforced Belt
Fuel Capacity 4.5 gal / 17.0 ltr
Fuel System Electronic Fuel Injection with dual 45mm throttle body
Oil capacity 5.0 qts / 4.75 ltr
Primary Drive Gear drive with torque compensator
Transmission 6-speed overdrive constant mesh
Valve train Single overhead camshafts with 4 valves per cylinder, self-adjusting cam chains, hydraulic lifters
CHASSIS
Dry Weight 659 lbs / 300 kg
Ground Clearance 4.7 in / 120 mm
GVWR 1151 lbs / 522 kg
Length 92.5 in / 2350 mm
Rake/trail 31.7o / 6.7 in / 170 mm
Seat Height 25.0 in / 635 mm
Wheelbase 64.8 in / 1647 mm
SUSPENSION
Front Suspension Conventional telescopic fork, 43 mm diameter, 5.1 in / 130 mm travel
Rear Suspension Single, mono-tube gas, cast aluminum with rising rate linkage, 3.0 in / 75 mm travel, preload adjustable spring
BRAKES
Brake System Type Conventional
Front braking system 300mm floating rotor with 4-piston caliper
Rear braking system 300mm floating rotor with 2-piston caliper
WHEELS & TIRES
Front Tire 130/90-16 67H Dunlop Cruisemax
Front Wheel 16 x 3.5 in
Rear Tire 150/80-16 71H Dunlop Cruisemax
Rear Wheel 16 x 3.5 in
PAINT
Colors Suede Black w/ Graphics
Vegas
ENGINE
Battery 12 volts / 18 amp hours
Bore x Stroke 101 x 108 mm
Charging System 38 amps max output
Clutch Wet, multi-plate
Compression ratio 9.4 : 1
Cooling System Air / oil
Displacement 106 ci / 1731 cc
Engine Type 4-stroke 50° V-Twin
Exhaust Staggered slash-cut dual exhaust with crossover
Final Drive Carbon Fiber Reinforced Belt
Fuel Capacity 4.5 gal / 17.0 ltr
Fuel System Electronic Fuel Injection with dual 45mm throttle body
Oil capacity 5.0 qts / 4.75 ltr
Primary Drive Gear drive with torque compensator
Transmission 6-speed overdrive constant mesh
Valve train Single overhead camshafts with 4 valves per cylinder, self-adjusting cam chains, hydraulic lifters
CHASSIS
Dry Weight 645 lbs / 293 kg
Ground Clearance 5.3 in / 135 mm
GVWR 1,151 lbs / 522 kg
Length 96.0 in / 2439 mm
Rake/trail 32.9o / 4.9 in / 126 mm
Seat Height 25.2 in / 640 mm
Wheelbase 66.3 in / 1684 mm
SUSPENSION
Front Suspension Conventional telescopic fork, 43 mm diameter, 5.1 in / 130 mm travel
Rear Suspension Single, mono-tube gas, cast aluminum with rising rate linkage, 3.0 in / 75 mm travel, preload adjustable spring
BRAKES
Brake System Type Conventional
Front braking system 300mm floating rotor with 4-piston caliper
Rear braking system 300mm floating rotor with 2-piston caliper
WHEELS & TIRES
Front Tire 90/90 21 Dunlop Elite 3
Front Wheel 21 x 2.15 in
Rear Tire 180 55-B18 Dunlop D417
Rear Wheel 18 x 5.5 in
PAINT
Colors Imperial Blue & Pearl White; Two Tone Sunset Red & Pearl White
Cross Country
ENGINE
Battery 12 volts / 18 amp hours
Bore x Stroke 101 x 108 mm
Charging System 48 amps max output
Clutch Wet, multi-plate
Compression ratio 9.4 : 1
Cooling System Air / oil
Displacement 106 ci / 1731 cc
Engine Type 4-stroke 50° V-Twin
Exhaust Split dual exhaust with crossover
Final Drive Carbon Fiber Reinforced Belt
Fuel Capacity 5.8 gal / 22 ltr
Fuel System Electronic Fuel Injection with dual 45mm throttle body
Oil capacity 5.0 qts / 4.75 ltr
Primary Drive Gear drive with torque compensator
Transmission 6-speed overdrive constant mesh
Valve train Single overhead camshafts with 4 valves per cylinder, self-adjusting cam chains, hydraulic lifters
CHASSIS
Dry Weight 765 lbs / 347 kg
Ground Clearance 5.8 in / 148 mm
GVWR 1360 lbs / 618 kg
Length 104.4 in / 2652 mm
Rake/trail 29.0o / 5.6 in / 142 mm
Seat Height 26.25 in / 667 mm
Wheelbase 65.7 in / 1670 mm
SUSPENSION
Front Suspension Inverted cartridge telescopic fork, 43 mm diameter, 5.1 in / 130 mm travel
Rear Suspension Single, mono-tube gas, cast aluminum with constant rate linkage, 4.7 in / 120 mm travel, air adjustable
BRAKES
Brake System Type Conventional
Front braking system Dual 300mm floating rotor with 4-piston calipers
Rear braking system 300mm floating rotor with 2-piston caliper
WHEELS & TIRES
Front Tire 130/70R18 Dunlop Elite 3
Front Wheel 18 x 3.0 in
Rear Tire 180/60R16 Dunlop Elite 3
Rear Wheel 16 x 5.0 in
PAINT
Colors Solid Black; Solid Imperial Blue; Two Tone Sunset Red & Silver Graphics
