A variety of special graphics...
A variety of special graphics treatments can be ordered in addition to the full Ness packages.
High Points
Looks great
Runs strong
Low Points
You want to turn when?
Ness billet grips too slippery for the real world
First Changes
Billet grips be gone
Mirrors swapped out
SPECIFICATIONS
2006 Victory Vegas Jackpot
Suggested price: $17,499 ($21,999 Ness Signature Series)
ENGINE & DRIVETRAIN
Type: 4-stroke, 50-degree tandem V-twin
Valve Arrangement: SOHC; 2 intake, 2 exhaust valves per cylinder
Displacement, bore x stroke: 1634cc, 101 x 102mm
Compression ratio: 9.8:1
Carburetion: EFI, 44mm throttle bodies
Minimum fuel grade: 92 octane
Transmission: 6 speeds
Final drive: belt
CHASSIS
Wet weight: 697 lbs.
GVWR: 1155 lbs.
Seat height: 25.7 in.
Wheelbase: 66.3 in.
Overall length: 96.3 in.
Rake/trail: 33.5 degrees, 5.12 in.
Wheels: Cast aluminum
Front tire: 21 x 2.15 in. Dunlop tubeless
Rear tire: 18 x 8.5 in. Dunlop tubeless
Front brake: 300mm disc, 4-piston caliper
Rear brake: 300mm disc, 2-piston caliper
Front suspension: telescopic fork, 43mm stanchions, 5.1 in. travel
Rear suspension: single damper, 3.0 in. travel, preload adjustable
Fuel capacity: 4.5 gal.
Handlebar width: 33.5 in.
ELECTRICAL & INSTRUMENTATION
Forward lighting: HID headlight; position lights
Taillight: LED
Instruments: Speedometer, LCD odometer, tripmeter; lights for high beam, neutral, low-fuel signals
PERFORMANCE
Fuel mileage: 31-41 mpg, 35.9 mpg average
Average range: 162 miles
Quarter-mile performance: 13.00 sec. @ 101.4 mph
While I was pretty impressed with the Jackpot's curb appeal, it's sure as hell nothing I'd wanna do an Iron Butt on. C'mon now billet grips on a bike are like having a steering wheel made out of grease.
I know that's all just for show, and I'll admit that even with all the bitchy tight turns and caterwauling the thing grew on me in the two weeks I rode it. The seat was comfy and the bypassers were all quick with the compliments, so I guess the custom part of the equation succeeded. I don't know much about production customs, but this seems to be the right configuration for the niche. After all, you wouldn't take a Cadillac Seville to the Indianapolis Speedway, would you?
Yes, motorcycles need to look good to bring potential buyers into showrooms, but the bikes should also be satisfying to ride when you finally get in the saddle. The Jackpot isn't much fun to ride. The cumbersome steering is its biggest shortcoming, but it doesn't quite fit 5-foot-10 me very well, and the choppy ride, though anticipated, makes even going straight less fun than it should be. With this Ness version's slippery oversize billet grips, every hard stop can be a panic stop, and don't even think about riding in the rain with that slippery throttle barrel.
So far, except for the Kingpin, all phase II Victorys, the series that started with Vegas, have had some significant functional flaw. The Jackpot seems to roll them all into one bike, with the skinny front tire and limited cornering clearance of the Vegas, the too-wide-to-steer-properly rear tire of the Hammer, and that rambunctious ride all its own.
Good looks may turn heads, but this bike doesn't look as good when you're riding it.
Well, if Victory is going for a mass-produced custom, it has hit the nail. The Jackpot we tested feels about as huge and unwieldy as the best of them. As far as any real-world ridability goes, however, I'm not feeling it. It's an eye-catcher, there's no doubt, but I want a bike that doesn't feel like it's going to pitch me off if I have to make an emergency maneuver. Also, if I want a custom, I want it to be mine. Know what I mean? At the very least I'd want to accessorize my own version of the Jackpot and not just jump on the Ness train. The choices are good, but a custom is supposed to be unique. Right?
So I'm not in love. The Victory I still pine for is the Kingpin.