Motorcycle Road Test: 2005 Victory Hammer

The nail in the tire led us to one unexpected discovery. Most motorcycle dealerships refused to change the tire, saying it was simply too big. Car tire stores refused to change the tire because it was—gasp!—for a motorcycle. Our local Victory dealer said he was too short-handed (between Christmas and New Year's) to change the tire for a week—or more! Finally, we were able to find a company that deals exclusively with motorcycle tires and was clearly excited to work with a new-model wheel. MC Tire Works (818/893-7806) in North Hills, California, had us walking out the door with new rubber mounted on the wheel in just 20 minutes. So if you own a Hammer and don't live near a Victory dealer (or one who believes in customer service), you may need to overcome some trepidation on the part of the tire technician when it comes time to swap rubber. When considering how the non-rubber parts of the Hammer function, you won't find any negative surprises. The engine's larger displacement is indeed noticeable. The Hammer launches with enough authority to have you bumping the rev limiter in the first two gears if you're not ready. The power builds linearly all the way to the rev limiter. The clutch has a hefty pull that seems more formidable than previous Victorys. Traveling in stop-and-go traffic will build up your left forearm in a hurry. The clutch engagement is easy to modulate—even when leaving a black rubber mark from an aggressive launch. Shifting is on par with most cruisers. The transmission engages solidly with nary a missed gear change and minimal lash.

Even with more poop, the engine retains that Victory sound we've been fond of since we rode one cross-country in 1998. The folks at Victory know a little secret about how to give us an inspiring, throaty engine note and still keep the EPA enforcers happy: carefully tuned intake honk is quite pleasant to the rider's ears but won't frighten the horses. While the power delivery is better than previous Freedom engines', we think it is comparable with other V-twins in its displacement class. Unfortunately, direct comparison of dragstrip times won't help determine this since the Hammer was forced to run into a 15-mph headwind. The 12.98-second ET at 99.7 mph sounds pretty impressive, given the conditions. Vibration isn't an issue with the engine throughout most of the rev range. In the true overdrive sixth gear at 80-mph highway cruising, the tachometer only reads 2800 rpm. At this speed, all the parts the rider touches are vibration-free. You can rack up a ton of miles this way. While passing slower traffic is possible (thanks to bottom-end grunt), we found a quick downshift to fifth made the process much quicker. The EFI lacks any glitches to interfere with enjoying the ride. The only place where you might notice a little snatchiness is at walking speeds at idle, but feathering the clutch makes low-speed maneuvers a snap.

If you're planning on making U-turns in parking lots, the reach to the outboard grip at full turning lock is formidable. One tester noted that despite the spiffy V in the bar, he was hunching forward to reach what was otherwise a drag-style bar. The seat was another place where opinions split. While most testers felt it was either a bit too firm, the wrong shape or both, one said it was perfect for his fanny. The Hammer's riding position is the standard cruiser feet-forward profile. However, the Hammer is less limited in ground clearance than previous Victorys. While the two degrees of additional lean may not sound like much, it translates into more fun when you leave the city. The first parts to touch down are now all flexible and offer a fair amount of warning before hard parts try to upset the chassis.

HIGHS & LOWS
High Points

Low Points

First Changes

The suspension betrays the Hammer's power-cruiser intent. The overall feel is sporty stiff but not harsh. However, that stiffness can cause the bike to feel less than planted on the pavement when leaned over in a bumpy corner. Solitary bumps make the Hammer want to stand up. The minimal shock absorption of the low-profile rear tire coupled with the contact patch's offset from the tire's (and thus the bike's) centerline likely contribute to this. While the behavior can be unsettling the first few times, as your familiarity with the bike increases you begin to anticipate the bump effect. Testers were split on this personality trait, with some not minding and others outright annoyed by it.

The staff was unanimous, however, on the brakes. With four-piston Brembo calipers squeezing 300mm floating discs up front, the Hammer has more than enough tractable power to stop the big bike. The two-piston Brembo on the rear is easy to modulate for maximum power without locking the wheel. We sure wish more manufacturers would put braided steel lines on their bikes. They not only look nice, but they also increase braking performance.

After our time with the Hammer, we're divided on whether we prefer it to other V-twin power cruisers. This seems to fall precisely into Victory's own market assessment. Not everyone will be attracted to the non-traditional styling, while those who want something truly different will like the way the bold shape and colors stand out. Similarly, not everyone will like the way the wide rear tire makes the bike handle. Others will find it to be something different. The $16,499 price of admission will also make this bike appeal to an exclusive crowd. Nobody will be able to ignore the in-your-face styling of the complete package and Victory's attention to detail. The Hammer has an attitude like no other cruiser, which is bound to win it a loyal following.

SPECIFICATIONS
2005 Victory Hammer
Designation: Hammer
Suggested base price: $16,499
Standard colors: Black, Cosmic Sunburst, Flame Yellow, Indy Red
Extra-cost colors: Indy Red with Tribal Tattoo, Toxic Green, Toxic Green with Tribal Tattoo

ENGINE & DRIVETRAIN
Type: Air/oil-cooled, 50-degree tandem V-twin
Valve arrangement: SOHC, two intake, two exhaust per cylinder
Displacement, bore x stroke: 100 cu. in. (1634cc), 101 x 102mm
Compression ratio: 9.8:1
Carburetion: EFI, 44mm throttle bodies
Minimum fuel grade: 92 octane
Transmission: Wet, multi-plate clutch, six-speed overdrive
Final drive: Belt

CHASSIS
Wet weight: 714 lbs.
GVWR: 1165 lb.
Seat height: 26.4 in.
Wheelbase: 65.7 in.
Overall length: 92.7 in.
Rake/Trail: 32.9^o/5.57 in.
Wheels: Cast alloy, six spoke, 18 x 3.0 in. front, 18 x 8.5 in. rear
Front tire: 130/70R18 Dunlop Elite 3, tubeless radial
Rear tire: 250/40R18 Dunlop Elite 3, tubeless radial
Front suspension: Inverted cartridge 43mm telescopic fork, 5.1 in. travel
Rear suspension: Single damper, adjustable for preload, 3.9 in. travel
Front brake: 2, 300mm discs, 4-piston dual-action calipers
Rear brake: 300mm disc, 2-piston single-action caliper
Fuel capacity: 4.5 gal.
Handlebar width: 35.4 in.

ELECTRICAL & INSTRUMENTATION
Battery: 12v, 14 AH
Forward lighting: Seven-inch headlight, dual bulbs (one high beam, one low beam)
Taillight: Single-bulb taillight, license plate
Instruments: Electronic speedometer, tachometer, LCD odometer/tripmeter, lights for engine, low fuel, high beam, turn signals, neutral, oil pressure

PERFORMANCE
Fuel mileage: 34 to40 mpg (37.8 avg.)
Average range: 170 miles
200 yard, top-gear acceleration from 50 mph, terminal speed: 71.4 mph
Quarter-mile acceleration: 12.98 second @ 99.7 mph