Tim McKinney

Crossing the Continent on the 1999 Victory V92C

Victory at last!

This article was originally published in the December 1998 issue of Motorcycle Cruiser.

Simply put, the victory is the most important new product to hit the American motorcycle marketplace since the first Yamaha came ashore in 1959. The arrival of Victory motorcycles in showrooms means, for the first time in more than six decades, there is a new brand of large-displacement streetbike being built in America by a U.S. firm. Yankee riders have had one homegrown brand for so long that just mentioning Harley-Davidson has be­come almost synonymous with waving the American flag. A new brand made in America (and claiming more American content than Harley) is going to shake things up.

You can see the Victory has the attention of other makers already. Harley has responded with a formidable new engine. And the Japanese firms (which have found Polaris a fierce competitor in other arenas—ATVs, watercraft, etc.) are not taking the arrival of a Polaris brand motorcycle lightly either. Also watching its entry into the market are a small but growing number of other U.S. companies working to bring new cruisers to market. Excelsior-Henderson is the best known and closest to market of these but there are others, such as AMT and a forthcoming Indian revival.

Not only is Victory the first in a new generation of American motorcycle builders, it also has assets to draw upon that all other start-ups don’t: the marketing experience, resources, and financial wherewithal of Polaris. That big, successful parent gives Victory advantages other companies might lack during motorcycle development, like providing marketing muscle and a safety net in the event the new motorcycle company stumbles in its infancy.

1999 Victory V92C
Victory joined the American motorcycle market and rolled out the V92C to shake things up.Tim MckInney

We aren’t expecting Victory to trip, though. The V92C was conceived and developed by a group of people with impressive credentials and motorcycle-development experience. Their depth and evident enthusiasm created a motorcycle with its own distinct character and attractions, applying a fresh approach to traditional cruiser style. Top-notch components indicate a commitment to quality. Packing 1507cc into that eight-valve overhead-cam powerplant was sure to provide plenty of motivation, and the chassis looks hell-for-stout.

One big question remained: Will it stay together? We were asked this repeatedly by potential buyers and others who felt Polaris had a less-than-stellar reputation for reliability with new models. Even though Victory is a separate division that seems to be shooting high, the question kept coming up.

We were happy to search for the answer, and what better place than America’s original transcontinental highway? In 10 days of intensive testing, we accrued 6000 miles on the LCD odometer and erased most doubts about the V92C’s durability.

Tester’s notes: What an introduction to a new motorcycle! I picked up the V92C, serial number 35, this morning at Polaris headquarters; loaded up and pulled out of Minneapolis with 90 miles on the odom­eter at 11 a.m. My feet didn’t even touch pavement for 184 miles on the first stint. Five states and a bit more than 600 miles after climbing on the bike, I feel surprisingly fresh. I’d probably be better still if it wasn’t for all those damn toll booths in Illinois. What sort of moron builds an interstate highway and then puts roadblocks in it?

Somebody must have measured me when they built this bike, because it fits perfectly. Even without a windshield, I’m comfortable running down the road at more than 70 mph. I find it difficult to believe that even my butt isn’t sore. Minneapolis to Manhattan in two days shouldn’t even raise a sweat. At least until I hit the Lincoln Tunnel.

1999 Victory V92C
The handlebar-to-seat relationship is such that most riders can sit upright or, by bending their elbows slightly, lean into the wind enough to counter the windblast.Tim McKinney

Victory’s debut motorcycle holds many surprises for experienced riders, but perhaps the most pleasing is its ergonomic excellence. The company mentions its commitment to a rigid chassis, a modern engine, and other design goals in literature about the bike—but the ergos are rarely touted. So it was a surprise (and a pleasant one, considering we were embarking on a 6000-mile ride) when the V92C’s most outstanding quality was its human interface.

It started with a riding position which drew raves from everyone who rode it for a long distance. The handlebar-to-seat relationship is such that most riders can sit upright or, by bending their elbows slightly, lean into the wind enough to counter the blast of air at interstate-highway speeds. However, the force of the air is also mitigated by the motorcycle itself. The shape and location of the headlight, fork crown, and other equipment up front deflect a large amount of air before it hits the rider. One staffer discovered that simply placing an inch-thick comfort pad on the saddle—and thereby sitting slightly higher—brought a large increase in the force of the air reaching him. Tall riders might feel a bit more air pressure.

At 36 inches, the handlebar is wide enough to provide plenty of leverage, yet during full-lock turns the outside end isn’t straining your reach and the inside grip isn’t pushing against your paunch. The angle of the grip met all our wrists at a near-perfect angle.

Although some testers looked at the billet footboards with their rubber inserts and thought they looked slippery, too far forward, and maybe a bit more spread out than they wanted—all those concerns proved unwarranted. The position was comfortable and allowed some leeway for where you put your feet. Despite the fancy look of the V92C’s boards, our feet actually tended to get vibrated or blown-off of them less than on most bikes with rubber-topped floorboards. In addition, the passenger pegs are forward and low enough to provide a comfortable alternative when you need a change of position.

The rider’s portion of the saddle—approximately 15 inches long by 14 inches wide—is long enough to move around, flat enough to let you sit in a variety of positions, wide enough to support even (pardon the expression) fat boys, and firm enough to maintain that support on day-long rides. It got a bit hard during the second consecutive all-day ride, but it’s better than most OE cruiser saddles. And we are sure owners will find good options from the aftermarket.

Victory’s design team deliberately dialed a bit of vibration into the bike by adjusting the effect of the gear-driven counterbalancer to let just a bit of the 50-degree V-twin’s primary imbalance get out. You feel the vibration, but beyond moderately blurring mirror images at most speeds, the shaking did not provoke any complaints.

1999 Victory V92C
To permit the engine to mount solidly and serve as a frame member, the design team abandoned the rubber mounts and used a counter­balancer. The under-tank ignition lock placement is ideal. Engines are made in Wisconsin and then assembled into bikes in Iowa.Tim McKinney

We were impressed that the exemplary ergonomics even extend to the controls and switches. The pretty billet brake pedal is easy to reach without lifting your foot completely off the footboard. The heel-and-toe shifter is equally handy. But we were most impressed by the handlebar controls. Although they aren’t span-adjustable, the handlebar levers fit our testers’ hands almost perfectly. And in combination with a light throttle pull, they make it comfortable to cover the front brake lever all day (a rare trait indeed). The switches—arranged in a standard pattern with a right/left/push-to-cancel switch, for the self-canceling turn signals—fall readily to hand and work smoothly, even with heavy gloves. The added buttons used to control the special functions of the instruments are also easy to manipulate.

The excellent ergonomics stop short of coddling the passenger, however. Passengers don’t get as much saddle width as the rider, and shorter back-seaters said the reach to the footpegs was too long. Some shorter passengers ended up with their right heels touching the top muffler, which eventually left a spot of melted rubber behind the pegs.

Like the riders, passengers also complained about the bike’s inability to absorb large bumps.

1999 Victory V92C
We were impressed by the engine’s low-speed power and smooth throttle response. However, we were disappointed by the grabby clutch and the considerable lash in the drivetrain.Tim McKinney

Tester’s notes: After a day and a half of hustling on the interstates, it was a relief to break off onto the back roads of New Jersey en route to a friend’s house. The engine is just as happy cruising at relaxed speeds down the two-lane routes as it was on the interstate. Power characteristics and throttle reaction are almost ideal, and the bike requires a minimum of shifting.

Early on, the Victory design team concluded its engine would conform to the American cruiser tradition. That is, it would be a big tandem V-twin with a relatively narrow V-angle. Beyond that, anything was possible. Oil-cooling was selected after testing competitive brands in hot weather led testers to conclude air-cooled engines lost their edge in high temperatures, and liquid-cooled designs were constantly activating their fans. A large oil cooler, fitted with a rock guard, mounts ahead of the crankcase; a vulnerable-looking location which elicited plenty of comments from riders. Rubber mounting was originally planned for the engine, but that meant the engine could not serve as a stressed chassis member. Since chassis rigidity was the prime design goal, a balance shaft was fitted behind the crankshaft and rubber mounts were omitted.

Four valves—two intakes, two exhausts—per cylinder promise performance and efficiency advantages, and overhead camshafts reduced the number of reciprocating parts. Chains with self-adjusting tensioners operate the single cam in each head. Coated metal gaskets were chosen for their durability at key points.

A unique feature is the torque compensator, basically a weight that attaches to the crankshaft through springs. The springs absorb the shock of each power stroke then feed it back into the drivetrain through the remainder of the piston’s cycle. This reduces stress on the driveline.

It may also pay dividends in engine performance. The engine seems to have more flywheel effect when you want it (such as when dribbling along at idle) and less when you don’t (like when you mismatch engine speed during a downshift). In any event, the engine seems to have almost an ideal amount of inertia.

1999 Victory V92C
Billet footboards and brake pedal are standard pieces. The boards aren’t slippery, and the brake pedal is comfortable to reach with your heel on the board.Tim McKinney

We also give it top marks for throttle response. There is no abruptness in the engine’s reaction to movements of your right fist. This enables the rider to accelerate and decelerate, or transition from one mode to the other very smoothly. In fact, the throttle response is smoother and more linear than any fuel-injected bike we have ridden and equal to any carbureted bike, in our experience. One tester thought this might be due to a long throttle turn, but the distance from fully closed to wide open is just over a quarter-turn at the grip. The only time throttle response is less than crisp was immediately after starting, when the engine stutters off idle for the first few blocks.

Overall power is respectable—better than most other 1500s, but not quite as strong as the class-leading Harley. You get clean, responsive power from just off idle, and it’s pulling happily below 2000 rpm. It also makes respectable passes at highway speeds, where it indicates approximately 3000 rpm at 70 mph. Power tapers off around 5000 rpm and pretty much peters-out by the time the needle reaches the 5500-rpm redline.

If you can keep speeds below 70 mph, the V92C consistently goes 40 miles or more on a gallon of premium. Running at 75 or 80 mph sucks up more fuel though, and mileage drops into the low 30s. Cruising at moderate speeds (below 60 mph), allows you to go 200 miles between gas stops. However, the low-fuel icon in the instrument pod will light up about 180 miles out. Our mileage averaged in the high 30s on the highway, and we refilled the five-gallon tank about every 170 miles.

1999 Victory V92C
You’ll never forget what you’re riding with three Victory logos greeting you when you’re in the saddle. The billet-style gas cap ratchets like an automotive item and has no lock.Tim McKinney

The powertrain’s weaknesses are rearward of the engine. Abrupt engagement mars a clutch that is otherwise friendly. It requires a modest pull, and the cable-operated design required no adjustments in 6000 miles. The abruptness seemed to get slightly worse with mileage, though. It isn’t as bad as the clutch on Suzuki’s 1500, but there is plenty of room for improvement. One method some testers used to minimize the bite of the clutch was to pull away from stops in second gear. The engine possesses enough flywheel inertia and low-rpm power to do this comfortably. It also smoothed out the lurch we got in first gear.

An abundance of lash in the drivetrain may exacerbate the clutch’s snappy engagement. All five gears have lash. The gearbox also shifted with a louder clank than any in memory. It almost sounds like someone hit the crankcase with a hammer. At least you know when you have completed a shift, and gear engagement was very positive. We had to get awfully sloppy before it would miss a shift. The one exception was if you waited to downshift to neutral until you came to a stop. Then the gearbox sometimes seemed to lose its place.

1999 Victory V92C
Victory used conventional handlebar switches with a single turn-signal control, but there are some additions—including a four-way flasher on the right handlebar (shown) and buttons on the front of each switch housing, to control the instruments.Tim McKinney

At least most of the time neutral is easy to locate. Every once in a while, the neutral light would illuminate when you weren’t quite in neutral. Since the Victory lacks any clutch or sidestand interlock system and will start in gear, this could lead to the bike rolling off the sidestand if you punched the starter button when the neutral light was lying.

The V92C’s exhaust note is deep and pleasant, but more muted than it seems from the saddle. What the rider is hearing is actually the intake pulses from the airbox beneath the tank.

Tester’s notes: The Victory was a perfect partner for exploring the Lincoln Highway. The long, slow days in the saddle (some exceeding 15 hours) were the ultimate test for a bike’s ergonomics. The Victory’s seating position and seat weren’t merely tolerable, but consistently enjoyable. The stable, firm handling characteristics were appreciated through every twist and turn on the Lincoln. Low-speed predictability was a benefit for backtracking and photo sessions. The bike tracked true at higher speeds, as well. I can’t tell you how glad I was to be on it that night in the Alleghenies—just plant it and feed the throttle. The wide bar and tires were sweet when the old highway turned to dirt and thick gravel.

Victory made chassis performance a top priority. After all, why shouldn’t cruisers handle and stop well? With more and more experienced motor­cyclists switching to cruisers, precise steering and steady cornering were sure to be appreciated. Even new riders would be more comfortable on a stable bike than one that wallowed. The commitment to a rigid chassis shows up everywhere: in the stout 45mm Marzocchi fork legs set in massive triple clamps; in the use of the engine as a structural member; back in the triangulated swingarm with its single Fox damper; in the use of cast wheels; and in the visible strength of the frame itself. Wide, belted Dunlop 491s provide traction and a stable feel at both ends.

That strong structure affords the solid feel the designers sought. The steering geometry—a nice round five inches of front-wheel trail and 30 degrees of rake in the steering head—was chosen with not only the V92C in mind but future variations of the design, as well. It permits low-effort handling at all speeds and steady manners during relatively aggressive cornering. Only when loaded with all our gear could we get a hint of instability in high-speed corners.

1999 Victory V92C
Following its own styling direction, the Victory design team passed on the usual fender rails in favor of a clean fender. Our belt went 6000 miles without loosening, then broke during dragstrip testing.Tim McKinney

Friendly geometry and a perfect choice of handlebar permit you to turn around on a narrow road with little effort—save perhaps in manipulating the clutch. You can also rush up to a fast corner and bend it toward the apex, arriving precisely where you wished with minimal adjustment to your line. Braking in a corner means you must apply additional countersteering pressure to hold your line. But there are few surprises in the V92’s handling—which isn’t to say there are none….

Tester’s notes: I’ve spent enough time in the saddle to feel I know the Victory pretty well, but twice today the handling surprised me. First, riding around an off-camber, left-hand corner, I hit a midcorner bump that upset the bike enough to touch down something hard (the sidestand, I suspect) with enough force to almost crash. The bike gave a mighty, wallowing shake that changed my line directly toward the ditch and the Nebraska cornfield beyond. As I rode on and my heartrate settled to normal, I pondered how many hours the trip to the nearest trauma center might have taken.

Second, I rode the Victory sans luggage to dinner tonight. I’d almost forgotten how harsh the high-speed compression damping is without the additional weight.

1999 Victory V92C
The rider’s saddle removes with the turn of a key to reveal the battery, the single Fox shock, and the tool kit. The shock has no linkage, but we’d like a better response to large, sharp bumps.Tim McKinney

Despite its generally excellent handling, the V92C does have limits on its chassis performance. Although the suspension works well on small and medium bumps, and over large, rolling surface changes, you feel the full force of big, sharp bumps, which come through loud and clear from both ends. With such good suspension compliance on other sorts of irregularities, this harsh treatment over big bumps comes as something of a shock. Especially since the Victory offers generous travel (5.1 inches up front and 4.0 in the rear), which usually means a better ride over large bumps. There are no adjustments provided to counter this condition, which we believe is the result of too much high-speed compression damping. Carrying heavy luggage or a passenger subdues the effect in the rear end, but when riding solo and unladen you learn to steer around, slow for, or stand up over large bumps.

Although cornering clearance is respectable by cruiser standards, what touches down is solid. Looking at the bike, we expected to drag the folding footboards first. But it turns out the lower pipe (right side) and sidestand (left) are the first pieces to reach the pavement. Since neither of these can give way much, you will lever the rear wheel off the ground if you poke them into the road forcefully.

We have nothing but praise for the Brembo brakes, however. You get braking power few cruisers can equal (particularly with equal lever pressure), and excellent control in a hard stop from both the four-piston front caliper and the two-piston rear. The suspension doesn’t dive excessively during a full-goose stop, and the Dunlops give plenty of traction with early warning of impending lock-up.

Tester’s notes: It was a dead heat. I wanted to hit 6000 miles before arriving at the office, but it came up approximately a mile short. So I went around a few blocks and arrived with 6000 on the clock. Old number 35 is running as strong as ever, though it does show some wear.

The Victory’s arrival set off a debate about its looks among our testers, and staffers from our stablemate publications, Motorcyclist and Sport Rider. What surprises me is how invisible it seems to be. Maybe it is the perfect universal V-twin cruiser, but people sure don’t seem to notice it. Two years ago I rode a Valkyrie around the country, and it lit people up at every stop. This bike only draws comments once or twice a day. Even when it was parked in a sea of motorcycles outside the Guggenheim Museum, only one pair of riders stopped to talk. I saw several motorcyclists walk right past it on several occasions and not even register it. Upon its arrival at the shop, the discussion quickly settled into a debate about whether it was pretty or ugly. And this isn’t the sort of thing where people change their minds. Everyone thought the instruments were “totally cool,” however.

Without even a tune-up or oil change, the V92C survived 6000 miles of less-than-loving treatment with, for the most part, only minor glitches. A headlight filament burned out in the sealed beam. A minute amount of oil seeped from the front cam cover on the left side, and the engine used just less than a quart of oil. The left side panel shed a grommet on one of its mounts, which made it rattle like a cow bell, but it didn’t fall off.

1999 Victory V92C
The billet trim on the large taillight gives it a distinctive appearance. It uses a single bulb and illuminates the license plate from below. Turn-signal stalks are two of the few bungee anchor points.Tim McKinney

The header pipes, which have heat shields for only part of their length, had thoroughly blued by the 5000-mile point, and there was a discoloration visible on the lower muffler as well. Wiring bundles running from the handlebar to the headlight chafed against the top triple clamp and marred the finish. And our saddlebags scuffed the rear fender. Since Victory chose internal fender supports, there are no buffers for saddlebags. Certainly anyone taking advantage of the comfortable ride for a long trip with saddlebags should get a set of saddlebag guards. It would be difficult to carry luggage any other way because there are few perches to hook bungee cords to except for the turn signals. We actually attached our tailbag to the saddlebags.

Perhaps because of the heavy luggage we carried, the sidestand bent and we had to bend it back a few times as the bike began to list precariously. (Victory suspects this is due to a bad sidestand.) However, that ceased to be an issue when one staffer, while turning into a driveway, caught the lug for the top of the sidestand spring and snapped it off the frame. That left the stand with no spring, but we substituted a bungee cord. A real repair would require welding.

The V92C’s one real failure occurred at the dragstrip, when it broke its final-drive belt on its eighth run—immediately after turning in its best time. Since the belt was properly adjusted, we suspect the abrupt clutch and drivetrain lash contributed to the belt’s demise. We also doubt this will be a problem unless you regularly make hard, dragstrip-caliber launches or spend time showing off with burnouts.

If the V92C catches your eye, we think you can buy one with confidence that it will still be running many miles down the road.

1999 Victory V92C
Victory Motor ToolsTim McKinney

The question is, will it catch your eye? We were surprised by the lukewarm reception accorded the bike. Not everyone notices it, and those who do were split between loving and leaving the bike’s looks. This seems to center on the bike’s lines and proportions. Almost everyone found some detail to like. Most commented favorably on the billet footboards and rear brake pedal, and everyone liked the instrument cluster.

Overall, the finish and feel of the Victory is more Harley than Royal Star; more hand-hammered and forged in appearance than die-cast and precision-machined. The pieces look big and solid—fitting for a bike that bangs gearshifts so loudly. It looks crude to some. For others, anything less would be wimpy.

If you are looking for a reason not to buy a V92C, we suggest that you decide you don’t like the looks. There is nothing in the way our bike worked that would make us warn you away from it.

Yes, the first Victory has a few warts, but none of them are malignant. Perhaps more significantly, none of them appear any worse than those on motorcycles from manufacturers who have been building bikes for decades. And, this is the first motorcycle model Polaris has ever produced. No, the Victory doesn’t have history, heritage, and all those other intangible qualities that seem to mean so much in the promotional material but matter so little 10 hours into a 14-hour day of riding. But imagine how good the bikes are likely to be by the time Victory begins to cultivate those qualities hyped in the sales brochures.

Victory compressed an impressive number of functions into its single instrument pod. The mini tach set into the speedometer face is reminiscent of some bikes from the ’60s—though the needle fluctuates at high speeds. Warning lights are bright and take the form of icons (a gas pump for low fuel, left and right arrows for turn signals, a headlight shell for high beam, an oil can for oil pressure), making them easy to interpret at a glance.

The LCD window offers much more than the usual odometer and tripmeter functions. A button on the front of the right handlebar switch allows you to toggle through those functions—in addition to a clock, an instrument backlight control, a control for the brightness of the high-beam indicator light, fuel quantity, and voltage. A “check engine” message also flashes when the engine is not running or a problem is detected. The button on the front of the left handlebar switch allows you to adjust or reset the function displayed. You can change to metric units, reset the tripmeter or clock, or turn the instrument lighting and high-beam indicator down when riding on a dark road.

1999 Victory V92C
The gauge flaunts an impressive number of functions in a compact package.Dean Groover

The fuel indicator says “full” until the first gallon is gone. Then it shows the remaining fuel to the tenth—as measured by a float in the tank—until you are on your last gallon. At that point a “low fuel” message is displayed and the gas pump icon flashes. Although the LCD is hard to read when the sun is directly overhead, the in­struments are placed where they are easy to take in without looking away from the road. We rate this as the best instrumentation ever fitted to a cruiser to date.

Riding Positions:
And what a Victory it is! America finally has a real alternative, rather than 31 flavors coming out of the same old scoop. Polaris should be applauded—not just for the forethought, but for designing a product that talks the talk right out of the box.

The Victory exceeded my expectations in every area. It’s well-designed, exciting to ride, handsome, comfortable, and convincingly reliable. There was discussion, at one time, that I do a cross-country stint alone on the Polaris. Not—I wasn’t about to shove off alone on a snowmobile company’s shakedown cruise. Now, after my coast-to-coast encounter with the bike, I’d be the first to ride it anywhere, anytime, under any circumstance. I loved it.

What continues to impress me most about the Victory is how conclusive it feels. Even when a veteran manufacturer releases a completely new model, you expect design flaws…things that worked on paper but remain to be proven on the road. Smart shoppers always wait for the second year model. I can’t think of much I’d like to see changed on the Polaris. I’d like the suspension to be a little more compliant (although I’ll take firm over sloppy anytime), and I’d like to see the trick clock-plus display clearly, regardless of the position of the sun. But it’s so well done, overall, that if the exhaust system had fallen off in Philadelphia I’d still have to say Polaris has a success.

Furthermore, I’m very excited to see something so potent spiking America’s punch bowl. It’s not much of a party until company arrives. —Jamie Elvidge ✰✰✰✰✰

Finally, after seemingly waiting forever, I got my opportunity to ride the Victory. As I flew out to pick up the bike from Art in Minneapolis, I had several hours to contemplate what the next four days of riding had in store for me. Would riding the V92C appeal to me as much as the pictures and spec sheets had? Had more than a year’s worth of anticipation built unreasonable expectations of the Victory’s capabilities in my mind?

Before I reached Des Moines that night—even with a midnight headlight swap at a truck stop along I-35—I knew I was going to enjoy testing the Victory. The V92C’s design team was obviously comprised of serious motorcyclists. The riding position situates the rider in the perfect position to ride long distances without a windshield. In fact, I can’t imagine cluttering up the bike’s lines with a windshield. The instrumentation delivers the information a rider needs in a stylish package. The tachometer is greatly appreciated. Only a second tripmeter and an oil temperature gauge make my wish list. I love the sound of the engine! My only real complaints about the Victory concern the overly stiff compression damping and the bike’s tendency to drag hard, nonfolding parts on left-hand turns.

When you consider the V92C is Victory’s first motor­cycle, the company’s accomplishments take on an even greater importance. Imagine how good the V92C will be after a little refinement. So, in the interest of helping make the Victory a better motorcycle, I propose we hang on to our test bike…indefinitely. If that can’t happen, the folks at Victory should send us another one for a long-term test, soon. Oh, and make it blue. —Evans Brasfield ✰✰✰✰

No question, Victory has shown it can build a convincing motorcycle. I am dazzled that a first effort can run with the leaders of the most sought-after class in motorcycling.

If I was going to cough up 13 grand for a V92C next year, though, I’d like to know that the big-bump pounding had been addressed and the clutch had been finessed—so it wouldn’t lurch away from every stop. I’d also like to be sure the belt won’t snap if I have to leave somewhere in a hurry.

Then I’d have to liven up the looks a bit, as well. But I can do that myself with the help of the aftermarket (which is already geared up for this bike) and a paint shop. America now has two real motorcycle makers. —Art Friedman ✰✰✰✰

High Points: Low Points: First Changes:
Stellar rider ergonomics Abrupt clutch engagement Rework suspension to smooth the ride over large bumps
Excellent brakes Very stiff over large, sharp bumps Place clear tape or other buffer under wire bundles that rub against the steering crown, to prevent scuffing the finish
Rigid chassis Clunky gearbox with too much lash
Ideal cruiser performance and engine control Final-drive belt broke
Amazing first effort for a new motorcycle company
Designation: V92C
Suggested base price: $12,995
Standard colors: Red/black, blue/black
Extra cost colors: NA
Standard warranty: 12 mo., unlimited miles
Recommended service interval: 2500 miles
Engine & Drivetrain
Type: Air/oil-cooled, 50-degree tandem V-twin
Valve arrangement: SOHC, 2 intake, 2 exhaust valves; operated by hydraulic adjusters
Displacement, bore x stroke: 1507 cc, 97 x 102mm
Compression ratio: 8.5:1
Carburetion: EFI, 44mm bore
Lubrication: Wet sump, 6.0 qt
Minimum fuel grade: 87 octane
Transmission: Wet clutch; 5 speeds
Final drive: Belt, 64/30
Wheels: Cast-alloy, 16 x 3.0 in. front, 16 x 3.5 in. rear
Front tire: MT90B-16 Dunlop 491 Elite II, tubeless
Rear tire: 160/80HB-16 Dunlop 491 Elite II, tubeless
Front brake: Double-action, 4-piston caliper, 11.8-in. disc
Rear brake: Single-action, 2-piston caliper, 11.8-in. disc
Front suspension: 45mm stanchions, 5.1 in. travel
Rear suspension: Single damper, 4.0 in. travel, adjustable for preload
Fuel capacity: 5.0 gal
Handlebar width: 36.1 in., 1-in. diameter
Inseam equivalent: 34.1 in.
Electrical & Instrumentation
Charging output: 400 watts
Battery: 12v, 14 AH
Forward lighting: 7-inch, 55/60-watt headlight; position lights
Taillight: One bulb
Instruments: Speedometer, tachometer; LCD display with functions for odometer, tripmeter, clock, instrument light intensity, high-beam indicator light intensity, fuel level, charge/voltmeter, engine monitor; warning lights for neutral, high beam, left/ right turn signals, low oil pressure, low fuel
Fuel mileage: 31–47 mpg, 40 mpg avg.
Average range: 197 miles
RPM at 60 mph, top-gear: 2530
200 yard, top-gear acceleration from 50 mph, terminal speed: 71.0 mph
Quarter-mile acceleration: 14.23 sec., 92.3 mph