Harley's saddle and suspension...
Harley's saddle and suspension are more comfortable.
Coming off the light at Mandeville Canyon, we decided that it was time to see who had the power. We shifted them up into top gear, and on a signal at the beginning of the first straight, snapped open the throttles. The Vegas just walked right away from the Deuce, which is no sluggard among the big twins. But the mass of the rider on the Harley put his bike at a roughly 75-pound disadvantage, so we switched bikes again. On the next straightaway, the Victory, now carrying the added lard, didn't pull away so quickly, but it still eased ahead. Among the big V-twins, only the Honda VTX1800 offers more to move you.
Jumping back and forth between the bikes you notice the difference in ergonomics. The low saddle of the Victory makes the handlebar relatively high, so while shorter riders like sitting low, they usually commented that the handlebar seemed high, a bit wide, and somewhat awkward. Taller riders also commented unenthusiastically on the Vegas' bar width, and also remarked that the position forced by the saddle made them feel slightly crowded into the handlebar. The Victory's seat-peg relationship worked better for a wide range on inseams. The Deuce made most riders much happier, not only because its saddle was better shaped but because it offered more flexibility. Taller riders could slide back a bit and even lean into the wind slightly at speed.
Victory gets most of the style...
Victory gets most of the style points though because of details like its flush LED taillight.
Traffic had vanished again, and soon we were dropping into Rustic Canyon and following Rustic Creek past Will Rogers State Park. The aroma of the local flora, the balmy temperatures, and the beauty of the night overcame any thought we had about sprinting now. It was time to kick back and soak up the sensations -- just us and the big bikes burbling through the night. At times like this, you don't want a motorcycle to intrude. The motorized symphony emanating from each is pleasing but different. The Harley lays a slight mechanical track over the xhaust. Victory's rumble sounds to the rider like it's all throaty exhaust, but if you pay attention, you notice that the airbox imparts much of the throb. Both these machines are smooth at normal rpm, thanks to their vibration-snubbing counterbalancers. However, the Deuce retains its smoothness right up to where the rev-limiter cuts in, while the Vegas begins to shake a bit as redline approaches. The Deuce also wins points for a more compliant ride, though it is nothing to, er, ride home about.
Sharp bumps are simply more defined when you encounter them on the Vegas, with the rear end providing more of the information and your back perhaps suffering from information overload. However, we think the new rear end is better overall than previous Victory suspenders and not far off the Deuce. And as we said before, the Victory's suspension is better controlled, keeping the tire more solidly in contact with the road. And speaking of tires, we felt we had more traction up front on the Deuce, but more in back with the Vegas. That is just as well because the Victory's rear brake is more sensitive and easier to lock it up in a moment of excitement or if you are simply trying to stop hard, We initially questioned Victory's decision to use a single disc and caliper on the front of the Vegas, but we have to admit that it provides good control and all the power the skinny 21-inch front tire can handle. Both brakes on the Deuce require a solid effort for maximum stopping power, but that means they are unlikely to lock up. If you can squeeze hard enough, it will stop hard enough.
Shortly, Sunset Boulevard climbed back out of Rustic Canyon. Riding into the Pacific Palisades commercial area, we decided to take an ice-cream break. While the Jamoca Almond Fudge was being scooped, we were engaged by a sportbike rider who allowed as how those were pretty good-looking bikes, but they must cost a lot, and, oh yeah, are those billet wheels stock? No we told him, the wheels on our Vegas were accessory items from Victory, worth about $900 a piece. Wire-spoke wheels are standard. But they do highlight the effort that Victory is making to build the options list for its bikes, with a few dozen pieces in the works. Of course, that doesn't compare to the accessories available the Deuce, for which Harley and the aftermarket have hundreds of bolt-ons and major modifications. To use the example of wheels, Harley's site lists two rear and seven front wheel options, one of which is priced like the wheels on our Vegas with the rest running between $300 and $700. The aftermarket offers a few dozen more wheel styles, including ultra-wide varieties, that can be rolled under your Deuce. However, because you will be able to order a Vegas with the wheels installed at the factory (there will be new styles in 2004), you avoid paying for two sets of wheels.
The single screwdriver/allen...
The single screwdriver/allen tool, which clips to the battery box, enables you to perform a surprising number of tasks on the Vegas.
One thing that the Vegas has that the Deuce doesn't is a tool kit -- or more precisely a tool. The single allen-wrench-shaped device clips to the battery box under the left side panel and incorporates just a single allen hex and a phillips screwdriver. The clever part is that bike was built with this tool in mind. As a result, many of the fasteners accept it, and you can accomplish quite bit with just those two drivers, including some accessory installations. Give Victory credit for thinking these things through. Here's another example: one accessory it offers is a tachometer, which comes already bolted to its chrome bracket that has a hole to drop the speedometer into. Just unbolt the stock bracket with the speedo in it and replace it with the tach and the new bracket. Transfer the speedometer to the new bracket and plug the tach into the wiring waiting in the headlight shell. Quick and simple, and it looks like a factory installation.
The girl behind the counter wanted to close up, so we lapped up the last bit of ice cream and wiped the rest off our chins and fingers. "Turn me out and I'll wander baby," that same Doors song promises. So we turned west again on Sunset for the last few miles to Pacific Coast Highway. The Victory lighted the way better than the Deuce, thanks to its bigger, better-focused dual-bulb beam. We also preferred its white-faced speedometer, which is located up in front of the bar, not down on the tank where you have to look away from the road to take it in, as on the Deuce. That multi-function LCD used in the speedometers of previous Victorys didn't make it to the Vegas, which got just the usual odometer and tripmeter. We also prefer its one-switch turn-signal system to the Harley's two-button arrangement, but we are impressed by Harley turn-signal cancellation scheme, which always seems to know when to turn the signals off and when not to, apparently distinguishing between a gentle turn and a lane change. Victory includes a four-way flasher switch on the right bar, a feature which is available on Harleys by pushing both signal buttons simultaneously.
The light turned red as we rolled up to California's Route 1. We came to a stop in the middle lane. We were supposed to turn south and deliver the bikes in time to get some sleep. But we didn't have to discuss it. We pulled into the right lane, and headed north, winding them up through the gears, the Harley trying to catch the upstart that has made it clear it isn't going to back off. Soon we'd settled into a brisk highway pace, feeling the warm air and inhaling the scent of the ocean meeting land. Half an hour later we pulled into a gas station, where the Deuce reaffirmed Harley's claim to superior fuel economy by averaging just over 43 mpg to the Victory's 39. But even with fuel prices edging past $2.00 a gallon, fuel mileage and range weren't the issue, as we talked over which bike was the king of the factory neo-customs. Which bike should you pick?
You have to determine your priorities. The Harley offers plenty -- good looks, good all-around performance, no real blemishes. It is noticeably more comfortable than the Vegas, though its controls are generally heavier. The dealer support is much more solid than Victory's, and so is the range of products and services from the aftermarket. You can even get some parts from auto-parts stores if no dealer is nearby. Harleys have a track record of holding their value (subject to change any time), but you pay substantially more initially, even without any dealer add-ons, which are likely to be heftier if you are negotiating for one of these 100th-anniversary versions. If you prefer to run with the pack, you probably want a Harley, and the Deuce is one of the best pure-cruiser models in the line.
Victory carves its niche with a stronger if slightly choppier engine. It steers better, stops more strongly, and has the lowest saddle on the block, though that brings uncomfortable drawbacks for riders who are not inseam-deficient. Suspension comfort could be improved. Dealer support is still limited, and the slack won't soon be picked up by other entities. With limited accessory availability, bolting together a truly unique Vegas will be a challenge. It has no track record for price, or anything else yet. It isn't as affordable as the Japanese bikes, but it is two grand cheaper than the Deuce -- and you won't have to grovel at the dealership to get one. Despite some disappointing but remediable details, we think the Vegas is the prettiest and most eye-catching of this oxymoronic "factory custom" segment. Perhaps best of all, it doesn't have the me-too aspect of a Harley, no matter how nicely done. The Vegas drew much more attention to it than the Deuce during our rides.
With the tanks topped, the fuel nozzle was replaced and the receipt hissed forth.
"So, whaddya think?" was the question.
"You know, I just can't make a decision yet. I'd like to go home and catch some TV and get to bed, but this damn job is just going to keep me out riding these things 'til all hours of the morning."
"I'm afraid you're right. More research is required. We'll keep heading north then."
The Doors again: "Still one place to go..."