Victory spent much of the Hammer's development time working with Dunlop on the massive 250/40ZR18 Elite 3 rear tire's design. While all motorcycles depend on air pressure to maintain tire profiles, the Hammer, with its unique cornering requirements, is even more susceptible to the vagaries of underinflation. During our testing, this became apparent when two riders complained the bike wouldn't turn and required a heavy hand to steerso heavy, in fact, it often led to overcorrecting. While healthy debate about bikes is common at Motorcycle Cruiser, we rarely have such marked differences in opinion on a bike's handling. A day later, the culprit, a four-inch nail in the rear tire, was found. Since the pressure wasn't tested before the nail was removed, we don't know if the pressure dropped a few pounds or not, but we suspect as much. (Victory acknowledges the Hammer is sensitive to tire pressure and recommends 36 psi and 38 psi front and rear, respectively.) Another potential contributing factor to the questionable handling could have been that the bike had been ridden to the West Coast, and consequently had a fair number of interstate miles on the center of its rubber. Which begs the question, how does the Hammer behave as the carefully designed tire profile is altered by the tire's center wear? Unfortunately, our limited time with the bike prevented us from gathering a definitive answer. A few days riding in the rain did tell us something, though. The Hammer works great in the wet until you try to lean it over more than a moderate amount. At that point, the tire begins to squirm on the wet pavement, sapping even the hardiest rider's confidence. While the bike never did anything evil, it certainly felt on the brink on more than once.