Factory Custom Tourers - Arlen Ness vs. Willie G.

The engine character of each bike fits their handling strong points perfectly. The CVO was at its best on a twisty back road, slaloming from side-to-side quickly and solidly, while the torquey motor allows the bike to squirt from corner to corner. The Vision was no slouch, but carries its weight higher, so it's a bit more work to glide corner to corner, and encourages the rider to take it a little easier.

In more open terrain, the roles are reversed. The Victory handles sweepers like it was on rails, with its strong motor making your speed control subject only to your good judgment; in other words it won't be the bike holding you back. The Harley is so much better than the H-D tourers of years past that it's like riding a different motorcycle. To the two of us with long histories of riding FLs, it's a revelation, especially with that Twin Cam 110 engine. But no matter how controlled the ride is, the smooth rubber-mounted engine Harley will never be as solid as the solid-mounted aluminum-framed Victory.

Out on the interstate, tunes were best listened to on the Vision, but at lower speeds the Street Glide's more powerful audio system takes the cake. With the adjustable wind management on the Victory, you can create a bubble to listen in, while on the Harley the wind just overtakes the stereo at about 70mph. On backroads cruising however, the CVO's system has a richer quality and more volume. Integrated cruise/stereo controls on the Street Glide are easier to use and better looking than the afterthoughts on the Vision. Cruise is also easier to use on the Harley-Davidson, as the controls are easier to adapt to and are aided by the electronic throttle, which works very instinctually and never gives "push-back", like on the Vision.

Slowing in a hurry was best done on the Harley. While the Vision's linked brakes do a good job of slowing the rig, they were a touch vague, perhaps owing to the extra piping of a linked system. The ABS-equipped CVO not only had the added confidence of anti-lock, but a very nice bite from the Brembo calipers when engaging the brakes, plus a lot of feel.

Suspension action on both machines was very good. Ironically, Harley pioneered air-adjustable suspension preload decades ago, but abandoned it for a simple clicker, accessible behind each saddlebag. While the Vision relies on a pump (which eats up saddlebag space), it is infinitely adjustable and makes a huge difference in ride height and handling. Even with a couple of inches taken out, the Victory still has more travel than the Harley, which is especially welcome on bumpy roads.

In case you hadn't noticed, we really got into these bikes. Not satisfied to just take them out for a day ride, we hauled them around to the tune of about 1500 miles. And despite styling that suggests they might not be serious riding machines, they never let us down. As machines at the top of their class, they live up to the hype. Powerful, fun to ride, and chock full of accessories and bling, they are equally at home on the Sunset Strip, or riding off into the sunset.

When it came down to picking a winner, we were split, and (again) it came down to price. The Vision may not have as many cool add-ons as the CVO Street Glide, but it doesn't need them. That said, the styling is not everyone's cup of tea, and there is a certain something about the feel and sound of the H-D motor that nobody outside of Wisconsin has been able to replicate or improve upon (WI-based S&S being the exception). It costs more and you get more. If you're a Harley guy at heart, we all agree that the Vision is not going to do it for you, but those that go their own way will be better served saving the extra cash and trying something new.