A bigger beef is the shortage of cornering clearance, felt most at low speeds and in right-handers. The front floorboards will touch first and hinge up, but the floorboard mounts drag hard soon after.
On the other hand, where most touring bikes are referred to as lumbering, the adjective we'd use for the Kingpin Tour would be athletic. This became a welcome description on the downhill ride, where the weight bias shifts to the front of the bike and braking inputs are more frequent and pronounced. Like all Victory models except the Hammer, the Kingpin has a single-disc front brake. It's adequate with one person aboard, but with a passenger and loaded luggage, we'd prefer two. Still, we were happy with the brake's two-finger feel and progressive bite, especially at lower speeds.
It became windier and cooler on the mountain pass, and a bit of drizzle threatened to crash the party. In these conditions, the fork-mounted windshield is surprisingly effective. The screen provided near-perfect air deflection for our frame, and we could see over the top with only minor buffeting along the helmet sides. There is about four inches of vertical adjustment to the screen.
By the time we made it to the flats, the sky had cleared. Coincidentally, it was also time to top off the tank. Though the Kingpin Tour's seat is fuller than others, we were ready for some relief. Unlike most seats, the Kingpin's saddle is firm, but the dished shape locks you in. And although the overall riding position suited me, the kick-up at the back of the seat put extra pressure on my butt-which had me wanting to cry uncle after about 120 miles.
Luckily, my comfort threshold in the saddle happened to match the range of the gas tank. Holding 4.5 gallons, the tank includes a one-gallon reserve, and the reserve light would flicker on after about 130 miles. Fuel economy ranged from a disappointing 32 mpg during a hellish afternoon of start-stop gridlock to a more satisfying 42 mpg when trolling at mellow speeds. It's safe to say that a fatter tank would better suit the Kingpin's style and fit the Tour's travel-oriented role more appropriately.
After a refill of the smallish tank, we were back on the road. The suspension provided fairly smooth sailing over most uneven pavement, thanks to the robust, inverted fork with its 5.1 inches of travel. The rear suspension's monoshock let in harder bumps with its more-limited 3.9 inches of movement, but only the sharpest surface defects came through enough to upset us.
At the end of the ride, we came away really liking what the Kingpin Tour had to offer. It's more versatile than one might imagine and hits the light-touring target Victory was aiming for (best for weekend duty, though). Moreover, the Tour does it with power, style and an attitude all its own. We have some qualms with the Tour's steep buy-in ($17, 999), but then Victory's Custom Order Program lets you custom-build your own, too.