victory cross country tour buffeting

Victory Cross Country Tour Review

A Season on the 2012 Victory Cross Country Tour

Here in the Northeast, it’s just about the time that I add fuel stabilizer to the tank, run the bike for a few minutes, and call it a season.

The now-motionless bike in my garage is a Victory Cross Country Tour, and the season in question was my first on it.

Since the Cross Country Tour was new, not only to me but to everyone else, you might be interested in my impressions.

Here’s how that season went, how the bike performed, what’s particularly good about it, and what needs work.

A Short History of the Cross Country Tour

For the 2010 model year, Victory introduced a couple of fraternal twins, the Cross Roads and the Cross Country.

These “Cross” models – generally designated “XR” and “XC,” respectively are traditional-looking V-twin baggers.

They have the same 106 cubic inch (1731 CC) air/oil-cooled, fuel-injected, SOHC, four valves per cylinder engine (whew!).

Victory uses this powerplant across-the-board now.

The XR and XC also share Victory’s six-speed transmission, belt final drive, twin disks up front and single disk out back, ABS, and both have an 18″ front and a 16″ rear wheel (although the XR’s are spoked and the XC’s cast, with tubeless radials on the latter).

The XR has a fork-mounted windshield and minimalist instrumentation; soft saddlebags are now standard.

The XC, on the other hand, has a fork-mounted “bat-wing” type of fairing, more extensive readouts and sound system, and hard saddlebags; the XC also adds cruise control as standard these days.

You can read all the specs and pricing as you work your way through the  Victory Motorcycles web site .

One of the options for the XC was a top case. (It doesn’t seem to be offered for the XC for 2013, which is just as well – it added almost 10% to the price of the base bike).

For the 2012 model year, Victory started with the XC, did a little tweaking, added a bunch of options, and called their new creation the Cross Country Tour (or “XCT”).

The major additions to the Cross Country that comprise the Cross Country Tour are:

• Top case is standard.
• Heated seats and grips.
• Adjustable passenger mini-floorboards.
• A taller windshield (more about that in a minute).
• An HID low-beam for the headlight (and more on that, too, later on).
• Tubular front crash bars (like the XR; the XC has flat-style bars).
• Storage-pod lowers.
• An air-management system, which includes adjustable fairing-mounted winglets and adjustable openings in the lowers.

In 2012, the Victory Cross Country Tour list price was $21,999 in black, $22,499 in red or white.

And my simplistic color names don’t do the paint job justice, as we’re talking a sort of metal-flake, even in black…

For 2013, the choices are now black ($21,999, as before), or blue and a kind of bronze (all upped $100 to $22,599).

Keep in mind, however, that Victory runs a lot of special promotions, e.g., if you take a demo ride, go to a show, get on their mailing list, etc.

Also, there’s some bargaining room, or at least there was, back in January, 2012, when I actually signed the paperwork; at that time, there was a rebate program, and a discount for veterans, and a dealer incentive kickback, so I saved a lot of money.

Putting the Cross Country Tour Through Its Paces

I picked up my XCT, fresh from the crate, in late March. During the season, I did about 2,000+ miles of super-slabs, including a 600-mile day and a couple of 400-mile days.

At the other extreme, I rode The Dragon at Deals Gap, forward and back, along with many of that area’s great roads en route. Mostly, however, I did a lot of 200- to 300-mile day trips.

I live in the Albany, New York region, so my rides include the back roads of the Catskill, Adirondack, and Berkshire mountains or two-laners to Connecticut or Massachusetts to check out pizza and hot dog places for lunch and so forth.

Most of my riding was solo, but some was two-up with my wife, often for more than an hour at a time in between stops. Ambient temps ranged from 50 or so to the high 90s.

Some – not much, but some – of the riding was in mild rain, and some in pretty heavy rain. In short, I put the XCT through its paces. All told, I put about 8,400 miles on it in seven months.

So, how did it do?

Ride Quality and Handling

The ride quality of the Victory Cross Country Tour is great.

It’s stable in a straight line, but I don’t know what the top end is, but I “cracked the ton” a few times (professional rider, closed course, etc.), easily and without any drama.

It’s neutral in turns, and it has excellent ground clearance… yes, you can add the caveat “for a cruiser” or “for a tourer,” but, after all, that’s what we’re talking about here.

The floorboards fold up 5 or 6 degrees (I put an angle gauge on them a while back).

After that, the next thing to touch down will be an exhaust shield (my experience) or some part of the bag guards (others’ experiences).

The Cross Country Tour, by the way, uses a sensible (for handling) 180/60R16 rear tire (although Victory does offer some special phat-tired, hard-to-steer cruiser models, if that’s what you’re looking for).

No tracking of rain grooves, wobbling, or other handling anomalies.

There is minimal vibration (except when cracking it WFO, of course), even – and here’s a novel concept – at idle.

The XCT employs an aluminum frame and inverted forks (more rigid and less unsprung mass than “conventional” forks, don’tcha know).

Further, it has real suspension: there’s approximately 5″ of travel in both the front and rear.

The front suspension is non-adjustable, and seems well set up to me; the rear is a single air shock, adjustable via a Schrader valve under the right side-cover.

The size of the Cross Country Tour is in the same realm as most other full-dressed touring rigs. Victory lists its “dry weight” as 845 lbs.

I have no idea what it really weighs, when you add on such frippery as 5.8 gallons of high-test, five quarts of oil, and whatever else “dry weight” excludes (fork oil? battery?).

But both the seat and center of gravity are extremely low, so if you’re used to big bikes at all you’ll have no problem here.

The seat height is listed as 26.25″, and it’s definitely low; not only can I flat-foot it at stops, but my knees are bent, as well.

(By the way, I believe that H-D lists measures height with some person of some weight actually sitting on the bike. So, cross-brand “seat height” comparisons may be as meaningful as, oh, weight comparisons).

What looks like a fuel tank actually is a fuel tank on the XCT.

While the fuel is up high, the bike is not top heavy; I guess the engine’s weight and placement, and the frame geometry, renders that a non-issue.

Even the battery is nicely placed for handling and C of G; it’s at the very bottom front of the bike, underneath the oil cooler (and you can get to it by removing four bolts, underneath the bike, that hold its covering panel in place).

If you’re not familiar with bikes of this ilk, I won’t give you any baloney like, “Once underway, it feels 500 lbs. lighter.” It’s still a big bike, and you won’t be out-carving the nearest supermotard.

And you may want to practice hanging off for U-turns in some vacant parking lot (no, not hanging off the inside – the outside, you young crotch-rocket whipper-snappers).

Getting the Power Down

The engine has plenty of power and torque.

Some folks feel that there’s never enough motor, this side of a blown Boss Hoss, or maybe whatever that concoction was where someone put a Dodge Viper engine in a concept that sort of looked liked a bike.

Back on Earth, however, the basic 106 cubic inch engine is more than adequate.

There’s never a problem getting underway from a standstill, even with a passenger.

You don’t need to shift down to pass, but if you’re in an absolute rush on two-lane blacktop, dropping down to fourth will take you past 100 in a hurry.

Sixth gear is used for loping along the Interstates.

I’ve been consistently getting low 40s for an MPG reading, whether on the highways or briskly riding back roads; I imagine you can get more than 50 MPG if you ride leisurely in 55MPH zones all day. Premium fuel is specified.

The transmission is not a “snicker,” but it’s not a “clunker,” either.

Works fine, no noticeable drive-line slop, no missed shifts. The cable-operated clutch has a good engagement range.

As an extra added attraction, there’s a trick neutral-assist function, akin to that of some Kawasakis of the last few years.

When you’re below 5MPH – stopped, for instance – all you have to do is shift up from first, and there you are.

That is, instead of maybe going into neutral or maybe going into second, you’re most definitely put in neutral.

There’s no gingerly playing around with the clutch, or rolling the bike a few inches back and forth; you just shift up to neutral.

Once the light turns green, you shift down to first, get underway – at which point hopefully you’re doing more than 5 MPH – and then just shift up to second, etc.

The triple-disk brake system gets the job done. I’d like a little more initial bite from the front brakes, but they’re linear and up to the task. The brake lever has a thumbwheel for reach adjustment.

The front tire is a braking-and-handling-sensible 130/70R18. The ABS is unobtrusive.

I don’t believe I’ve gotten the front to kick in yet. If you’re experimenting in this regard, it’s much easier, and safer, too, just to stomp on the rear-brake peddle.

To me, this is a highly significant part of the touring equation. The Victory Cross Country Tour seat is very comfy, fore and aft. Up front, nothing, um, gets squashed.

There’s an upturn before the pillion area, which I think should be positioned just a tiny bit more rearward. By the way, I’m 5’9″, with a 30″ inseam. The reach to the handlebars is just about right.

On the one hand, I’m thinking of replacing them with some 2″ pullbacks.

On the other hand, I’ve used bar-backs/risers on every bike I’ve owned, so I seem to prefer a more straight-up riding position, or at least have significant bend in my arms in normal riding.

Incidentally, as a result of the dash configuration, you can’t add risers – a bit of a shame – so you have to replace the handlebars if you want to bring them closer.

The floorboards are class-leading (long), according to Victory; they’re certainly the longest I’ve ever seen. You can move your feet from about straight down to straight out, depending on your inseam.

Of course, you 6’4″ types may still want highway pegs added up front. But the point is, as sold, this is quite a relaxing environment.

The shift lever is three-position fore-and-aft adjustable, and its height can be adjusted via a threaded rod; you have to let it come up pretty far on the uptick, so I guess a little shorter throw would be nice.

Out back, my wife tells me that she’s never had a better view, because the pillion portion is raised up (she considers this both a plus and a minus, as she sometimes doesn’t want to see what I’m doing, in terms of what’s ahead).

Anyway, the seat’s also comfy for her, and the modest wrap-around curvature of the top case makes her feel sufficiently secure. The backrest is well padded and its angle is fine.

By contrast, we rode a Valkyrie Interstate for seven years, and although I kept the stock seat, I replaced the backrest on the top case, essentially just to change that angle.

And for my former 650 Burgman Exec, I had a backrest for the Givi top case custom made by a local upholsterer…

Last and most assuredly not least, the Cross Country Tour passenger gets mini floorboards, adjustable for height (three positions) and angle (through a modest arc).

We have availed ourselves of these adjustments, to the point where I know the torque value for the two-bolt adjustment.

Victory also offers a reasonably priced option for passenger grab handles. Well, you might be thinking that these should be stock, and I might agree with you.

On the other hand, these are really nice handles, and they’re the most robust grab rails I’ve ever seen; with the proper straps and hoist, you could probably lift the back end of the bike off the ground with them – maybe even the whole bike.

Disclamer #1: The passenger grab rails you see on my bike are not stock!

Air Management

Let’s start with the windshield. Recall that the XCT one-ups the XC by adding a new, tall, windshield (along with some new brackets, to hold it in place). I did some demo rides on the XCT prior to buying it, and that windshield is too tall for me.

Pretty much everyone has to look through it, even if you shop at the Big and Tall stores.

Me, I already wear glasses, and then look through at least the shield on my modular helmet, and maybe its internal sun visor, too.

That’s enough.

Regardless, I’m a look-over rider, not a look-through one. So the stock windshield was a non-starter.

Luckily, the XCT is shipped in a crate  sans  windshield. The dealer agreed to install a different windshield for me, for free, since he had to put one on, anyway.

(By “free” I mean there wasn’t a charge for labor, just for the new windshield. I sold the stocker on eBay).

I bought the KlockWerks “Flare.” Don’t confuse this with the Victory-brand “Flip,” both of which are sold through Victory dealers.

The Flip is just a “shorty” type of windshield, while the Flare is a little larger and adds a curved-up top edge.

The Flare works, in terms of moving any significant buffeting over my head, and my wife says that it’s fine even way back there.

Disclamer #2: The pictures you see here do not depict a stock windshield!

Some people might actually like the stock windshield, especially if you’re already a look-through person. I’ve ridden behind it at several demos, as well as some extended stints on a friend’s Cross Country Tour.

It’s clear, and it creates an extremely calm pocket of air. I find it too calm; almost stagnant.

However, if you don’t wear a full-face helmet, or generally don’t like a breeze, it may be your cup of tea, especially in cold weather.

And if you want to add some air to the mix, you can open the winglets (see below).

For those of you who haven’t experienced electrically adjustable windshields, they’re a very nice feature for touring.

Unfortunately, I’ve never seen that functionality on bikes with fork-mounted fairings, and the XCT is no exception: it doesn’t have that capability.

You can, however, get a mount (with or without their windshield) from MadStad (see Victory Resources, below) that has a manual adjustment system; that mount has recently been redesigned and looks sleeker, as well as being a useful option in the windshield arena.

Next, regarding air management, there are winglets attached on either side of the fairing, just above the storage pods in the lowers.

They can be rotated from a blocking position – an adjunct to the fairing itself – around to an on-edge position, in terms of incoming air.

In conjunction with a scooped area between the pods and the tank, they do a great job of letting you control the airflow to the upper torso.

Last, the storage pods/hard lowers have their own air-control doors.

These are less intuitive: opening them all the way does not provide the most cooling relief to your legs on hot days. What happens is that if you do that, you’ll mix too much engine heat with the incoming air.

Instead, given a lip at their inner rearward edge, you have to experiment with partial openings for maximum unadulterated fresh air.

This also depends on how you position your legs, i.e., forward or back on the floorboards, and toward the inside or outside of them.

Some Cross Country Tour owners just remove the entire pod/lower package in hot weather (seven bolts each, as I recall). Both the winglets and lower vents can be adjusted on the fly, so to speak.

However, it’s a long reach to those lower vent handles, and you may have to take your eyes off the road while bending forward, so be careful. If I do that, I need a clear road and the cruise control on.

Given the wide fairing, wide and tall lowers, and the fairing winglets, rain protection is excellent, by the way.

This is an area where the Cross Country Tour positively shines. The two saddlebags are huge – class-leading, according to Victory and I’ve seen my share of saddlebags, and don’t dispute that. The top case easily holds two full-face helmets.

Total storage, including the pods in the lowers, is said to be 41.1 gallons (c. 156 liters for the rest of the world; put another way, about 22% more than an Electra Glide).

Per Victory: “The Cross Country Tour has the most storage space of any motorcycle in the world.”

The saddlebag lids swing outward on a hinge, with the locks next to and below the passenger’s portion of the seat.

The top case is hinged by the passenger backrest on it; yeah, Harley’s TourPak side hinge is probably a better idea – you can’t have everything.

The pods just snap close. If you want to spring for them, Victory sells pod locks.

Other Amenities

The Victory Cross Country Tour cruise control is excellent.

If you’re holding the throttle steady and you press and release the cruise control “Set” button, and loosen your grip, there is absolutely no change in speed, no hiccup, nothing.

And it holds the speed nicely, even in sixth gear on steep grades.

The controls for the cruise are accessible via the right thumb, on a small plate by the throttle grip.

The heated grips have a low/off/high rocker switch on the dash, and do a fine job.

After a stop in a recent ride, I switched from cool-weather gloves to lighter gloves, and left the grips on low; after a few minutes – the temperature had gone up to 60-something by then – the heat was definitely too much, and I turned off the grips.

The heated seats have low/off/high toggle switches – one for the front and one for the back – located in a nook-and-cranny area just aft of the rider’s portion of the stepped seat, on the left side.

I tend to ride in cold weather with over-pants (FirstGear HT version), and add their liner if it’s really cold, so this doesn’t matter that much to me.

We were doing a day-long leaf-peeping ride recently, and at our first stop I reminded my wife, who was in jeans, about the switches; at the second stop, she remarked how well the system worked, and how welcome it was.

The XCT has a built-in radio, with four speakers: two in the fairing and two in the top case (on the outside of the passenger backrest area). There’s also an iPod (or, I suppose, iPhone) connector in the left pod.

There are functions for AM, FM, Aux, the iPod, and a CB, if you add one. The switchgear for all of this is inboard of the left grip, on a little mounting plate.

But, forgive me (or not), I admit it: I can’t tell you beans about how good any of this is, or how well it works. Simply, I don’t do tunes while riding.

There are three cigarette-lighter style outlets on the Cross Country Tour: one in the fairing, one in the top case and a third resides inside the left pod (corrected from two in the original posting).

Both are covered by rubber flaps, and both are “hot” with the engine on or off.

Victory sells Powerlet outlets, or you can add them yourself; there are two areas that seem intended for them, both on the left side: one under the tank, near the seat, and one way down low, in the front, by the battery.

The high beam on the Victory Cross Country Tour is a halogen bulb, and the low beam was an HID light. For 2013, Victory deleted the HID in favor of a halogen low beam, too.

All of the other lights are LEDs, and they are all very bright: the amber front and rear turn signals (with a four-way flasher switch by the left grip); the white license-plate light; and the red rear running/brake lights.

Regarding those last two, one is about 13″ tall, and “Frenched” into the rear fender, and the other is integrated into the top case lid, and is about 13″ wide. Nice job, all around.

I’d prefer, if I were to nit pick, that the turn signals were also running lights, and that the top case light was split in two, so that it could also function as a duplicate, high-eye-level, turn signal.

Disclaimer #3: Those lights you see down by the front brake calipers are not stock, and are not sold by Victory; they are Motolights (whose halogen bulbs I’ve replaced with 5-watt LEDs, if you must know).

Last, the dash gauges – speedo, tach, gas, and volts – are very readable in daylight. At night, they retain this readability with nice blue backlighting.

Maintenance

The Victory Cross Country Tour has an air-cooled engine, so there’s no coolant to change. It has hydraulic valve adjusters, so there are no valves to adjust.

And you don’t have to worry about final-drive gear oil, nor is there a chain to adjust or lubricate.

It has one engine oil drain plug, and one place to put in a fresh supply of oil. There is no bodywork to remove to get at the oil filter.

OK, so the final-drive belt is supposed to be replaced every 30,000 miles. And the air filter is under the fuel tank.

And, of course, you’ll have to change the two spark plugs once in a while, flush and refill the brake system, and replace the fuel filter. But that’s it.

What Victory Needs to Improve

What you might have picked up on by now is that Victory sometimes backslides, and sometimes needs to be reminded to keep it classy.

There are some nice touches on the Cross Country Tour; the fenders are steel, and you certainly don’t need to add a fender extender or mud flap to the front (or rear, for that matter).

The gas tank is smooth and without a flange along the bottom. The seat flows into the tank.

The saddlebag crash bars are standard, as are the ones up front (which the pods/lowers attach to).

But…What’s up with dropping the HID low beam? You have a unique feature, and you ditch it?

I noticed in one of the magazines that the H-D CVO Road Glide gets LED headlights this year. Maybe Victory is getting ready to join suit?

And what’s up with a cable-operated clutch? My 2000 Valkyrie had a hydraulic clutch, for cryin’ out loud, and it was hardly the top-of-the-line for Honda.

I carry a replacement cable, which can easily get lost in one of the cavernous saddlebags, but still…

In typical bike fashion, the Cross Country Tour horn is of the Road Runner “meep, meep” variety. I replaced mine with a relay-triggered  Stebel Nautilus air horn (review) , inside the fairing.

The switches for the heated seats ought to be rocker switches, not toggle switches. While they’re tucked out of the way, it’s possible to bump them, and you certainly can’t tell at a glance what position they’re in.

And you can’t tell from the photos, but those fork guards are plastic. About $30 apiece, and many owners have broken them. (You can buy metal fork guards from KewlMetal – see Victory Resources – for $143).

There are a few other plastic parts that really should be metal, too, such as what’s known as the “cheese wedge,” which is that part that says “106” on it, between the cylinders on the right side.

The saddlebag lids are a source of forum complaints, and rightfully so. If I didn’t wear hearing aids off the bike and custom-molded ear plugs on it, along with a modular helmet, their rattling would bother me, too.

And while they have sufficient sealing and overhang to prevent any problem with rain, they let dust in quite easily.

There is no adjustment capability in either the hinge or latching mechanism.

The bottom line is that Victory needs to refine its tolerances in this area, or provide adjustment capability, or both.

Along those lines, the locking mechanism on the top case lid is a little weird. It’s a separate mechanism, i.e., not part of the snap closers. This is nice in that you don’t need to lock the top case (or the saddlebag lids) in order to close them.

However, the top case lid lock allows a good deal of travel, if some miscreant unsnaps the lid – very inviting for something used to pry it open.

The dash has a gear indicator, but the clutch must be engaged for it to work.

To find out if you’re in, say, first or second, you have to let out the clutch.

My buddy’s R 1200 RT has no problem indicating the gear with the clutch disengaged, and I’ve read that when the XC first came out, its gear indicator worked that way, too.

This maxim comes to mind: if you’re going to do something, do it right or don’t do it at all.

The gas gauge of the Cross Country Tour drops to the bottom about the same time the “Low Fuel” warning comes on, which is about when you have 50 or 60 miles left in the tank.

The warning is fine, but the fuel gauge pointer should be recalibrated such that it should then point to the top of the red-outlined warning area, not at its bottom.

Last, the engine puts out a lot of heat, and that’s especially noticeable when you’re not moving on a really hot day (say, 90 and up).

I don’t know whether Victory has any wiggle room left with this engine, in terms of EPA approval; if they do, they should use it to make the engine less lean… and as I understand the matter, therefore generally less hot.

That R 1200 RT I mentioned runs about 20 degrees cooler in the cylinder-fin area than the Cross Country Tour – I’ve checked periodically, with a non-contact thermometer.

Yes, the Beemer has a smaller engine, but it’s also very powerful, too. Now, for you folks who are used to air-cooled twins, this may not be an issue.

Forum posts indicate that H-Ds get even hotter, and Victory has not felt the need to shut down the rear cylinder, by using something akin to Harley’s “parade mode” on certain bikes.

I ride Harleys every year at Americade (in large measure because they’re the only vendor who lets you go out on your own – on a prescribed route – on everything but V-Rods).

Americade weather is usually not hot enough for a good test of heat output, but every once in a while it is.

I rode a Buell Ulysses a few years back on a very hot day, and at the first stop was wondering whether I should’ve been wearing a Nomex suit, especially on my right leg (although the ride itself was a joy).

The Bottom Line

Let’s say my wife and I are going on a two- or three-week trip, which will include plenty of scenic by-ways, some Interstate traveling, and a dash of everything else found in on-road riding.

If I were to have my pick of any bike, I’d choose the Victory Cross Country Tour. You’re probably asking yourselves, “What the heck is he smoking?”

No, really, I’m serious. Let’s review: Fine handling, suspension, and ground clearance. Very good power, shifting, and ABS braking.

Very good weather protection, and air-management adjustability. Excellent ergonomics – seats (front and back), feet options (front and back), etc.

Excellent amenities – heated grips and seats, cruise control, etc. Superb storage capacity.

You want to relax and stretch out? Check. The Gold Wing, Harleys,  et al ., don’t have those expansive floorboards.

My wife thinks the ‘Wing has the best passenger accommodations going, but admits that the back seat of the Cross Country Tour is actually pretty good, including the back support.

And then there’s the adjustable mini boards back there.

Comfort is covered, front and back. And I’ve ridden on Road Glides, Road Kings (even rented one), Electra Glides, etc., and I feel cramped on them. Yeah, I know, the aftermarket has plenty of seats.

And longer floorboards? And Harley’s web site doesn’t even bother to list the suspension travel. And I don’t like how they shake at idle, either…

You want to pack multiple pairs of jeans and a hair dryer? The Cross Country Tour has it covered. You want a bike with as little as possible that can go wrong? Tubeless tires, too?

Check that off, as well. Not too shabby, huh?

A nice touring addition would be an electrically adjustable windshield (see my buddy’s RT, or my former Burgman Exec, or a current Connie, or…), but even a Gold Wing doesn’t have that, and it doesn’t have a fork-mounted fairing like the Cross Country Tour.

So that’s not a unique flaw, and at least you can add a manually adjustable one.

Now, I probably have a different definition of a “tourer” than most of you, anyway.

I’d insist that a tourer have a feet-forward riding position, or at least straight down. If you think that’s a strange requirement, how do account for all the highway peg sales in the world?

And if you’re going to stretch out that way, you might as well have the controls up there, too. Yes, that almost excludes the ‘Wing.

Hey, I rode a feet-straight-down Valkyrie for seven years; while that’s comfortable, any one position gets old after an hour or two, in my opinion. I’d exclude the ‘Wing on the basis of trying to get at its oil filter, too.

And it does exclude every Beemer.

I’d leave out BMW, anyway; their  K 1600 GTL (report)  has a back seat that covers half of the passenger grab rails (design by committee? multiple committees?) and that top case backrest is simply inadequate (as are the top case backrests on a lot of other tourers).

The one caveat I would add is that if that three-week tour’s destination is, say, New Orleans in August, I would opt for something water-cooled…maybe the Vulcan 1700 Voyager.

I rode the Vaquero (essentially the same thing, sans topcase) at Americade last June, and it was a similar experience to riding the XCT or an XC… but just a bit less so, in whatever feature you’re talking about.

On the other hand, one of the “less” categories was definitely engine heat. Sure, the Cross Country Tour is not perfect; no bike is.

Having said that, it has what you need, and most of what you want, to go for a long ride, and do it in style and comfort and ease. Just fire it up, and roll. So I’m sticking with my choice.

Victory Resources

Victory, the “other” American motorcycle company, seems to be doing well.

At any rate, it has done well enough that a cottage industry of Victory-exclusive or at least Victory-oriented aftermarket suppliers has sprung up. Here are the ones I’m aware of.

Victory-Oriented Aftermarket Companies Lloyd’z Motor Workz   |   KewlMetal   |   CycleOps USA   |   WitchDoctors   |   Heavy Metal Designz   |  Rick Fairless’ Strokers Dallas

Aftermarket Windshields for the Victory Cross Country Tour MadStad Engineering    |   Gustafsson Plastics   |   Clearview Shields   |   Cee Bailey’s Aircraft Plastics   |   7Jurock Plastics

Victory Internet Forums VictoryForums   |   TheVOG.Net

Owner Comments and Feedback

From “C.N.” (March 2014):  “I felt compelled to drop you a line and thank you for such a well thought out and comprehensive review of your Victory Cross Country. Hands down the best one I’ve read, and the most extensive (not to mention open and honest).

I nearly bought a XC myself last year, but financially I decided it was best to wait until this year.

The new changes to the HD’s have caught my eye though (“Project Rushmore”), and after riding my father’s 2013 Ultra Classic I put HDs back on the table.

Having said that, I’ve never ridden a Victory as the only local dealer doesn’t seem terribly interested in offering one.

Your review has definitely reminded me of why I was interested in the XC in the first place — they just seem to be better thought out. I’ve been a sportbike rider since my late teens (I survived!), so this is my first foray into the cruiser/touring world.

I still have my sportbike (a mint Suzuki GSXR1K5, best sportbike ever made if you ask me), but it simply is not up to the task of the longer rides my girlfriend and I are interested in. A proper trip on a sportbike can be pretty torturous.

Going back to the XC, one of the things that still gets my goat is the cheap looking trim (e.g. the “chrome” surrounding the headlight).  It just looks flimsier than it should.

Compare that to a new HD’s proper fit and finish, and some of the Victory’s cockpit/fairing bits just looks like they should have a “MADE IN CHINA” label half-stuck to the bottom.

The cruise control buttons and whatnot I’m not terribly thrilled with either. If I had one other complaint about the XC, it’s the ignition position/key setup. The HD just seems much sturdier and well made.

Anyhow, if you’ve read my blurb up until this point, thanks again for your write up. I thoroughly enjoyed it.

Any feedback, suggestions, or warnings as I continue my research and pondering is welcome and appreciated. Thanks again and take care.”

Bill’s Reply:  Having ridden the Tour for another year now after writing the review, I still think it’s a terrific bike.

I completely agree with you regarding H-D, though: they have better paint, more attention to detail, and seem to put more thought into overall integration.

Victory falls short in these aspects, and I agree that items such as the cruise-control and radio buttons look kind of just tacked on.

That said, I think the Victory is still a much better long-distance mount, with its better handling and clearance, better suspension, smoother (at idle, anyway) and more powerful (stock) engine, larger storage capacity, and roomier ergos.

I have an H-D dealer about two miles from me, which I often visit, and I continue to test-ride all the Harleys at Americade (less than an hour away) each summer.

And I have a Victory dealer 14 miles away, where I go every time the factory demo fleet is in town, so I keep up with developments.

Since the perfect bike still awaits both of us, it’s a matter of deciding on priorities while we’re waiting.

Also: See  this thread  on the Victory forum. The poster wanted responses from current Victory owners who had switched from H-D, asking why they switched, and got a couple dozen cogent answers.

Since I’ve only ridden and rented — but never actually owned — a Harley, they provide insight that I can’t.

From “S.O.” (August 2013):  “Great article Bill. I too drive a ’12 XCT, red, just like yours. Love it. 15K in 1.5 seasons and it’s been great. Just today in the ship for the first “repair” for my ABS light coming on.

One thing I don’t have is the passenger grab rails. Vic wants $300. You mentioned yours were not Ma Vic’s. Where’d you get them and how much dinero??

Bill’s Reply:  I see now that — if you can imagine this! — I wrote a statement that was unclear. I wrote: The passenger grab rails you see on my bike are not stock!

What I meant by that was that the grab rails are not part of what you get when you buy a Victory “Cross” bike.

That is, I didn’t want readers to think that if you buy an XCT, what you see (in the wBW pictures) is what you get (with regard to the grab handles or the windshield).

On the other hand, the grab rails are made by Victory — you just have to pay for them. Maybe I should have said, the way they do in car commercials, “optional equipment shown.”

As I stand by my description of the grab rails — they’re extremely robust and well-made — I think they’re worth the money.

In addition for use by an actual passenger, you can use them to grab onto if you ever need to “back-walk-up” a dropped bike and also for luggage tie-down points.

I have not read about any aftermarket supplier for grab rails for the Victory “Cross” bikes, so I think it’s Victory or nothing. Sorry about the confusion.

From “J.T.M.” (January 2013):  “Nice bike, but: (1) It’s $22,600! These toys are getting a bit pricey. You can get a pretty nice 2013 Honda Accord Coupe for that much. Or, a real Harley-Davidson.

(2) I’ll never appreciate the looks of the Victory. The “Nessie” style just looks dated, to me. Not classic, dated.”

Bill’s Reply:  “If you start with a similar H-D dresser — fork-mounted fairing, hard saddlebags, and a top case — you’re looking at the $19,699 Electra Glide Classic.

Add (single-color, non-black) paint, ABS (available only as part of the security package), cruise-control, and freight, to make the bikes more or less equivalent, you’re now up to $22,139.

You’ll have better security on the Classic, but you still won’t have the Victory’s suspension travel, cornering clearance, long floorboards, and storage volume.

And you’re more likely to get a greater discount at a Victory dealer, so we’re probably talking less money for the Tour.

I don’t know what makes a Harley any more “real” than a Victory, but they’re certainly in the same price range.

I agree that “these toys are getting a bit pricey.”

Not much you can do about that if you want a full-dressed touring rig. If you want to buy an Accord instead, that’s certainly an option, but it’s not nearly as much fun.”

From “J.K.” (November 2012):  “I am on my second Victory Cross Country. I had an early 2010. I now have a 2012 Tour. I have a few quick comments.

I have not had my saddlebag lids rattle on either bike. There is a small amount of adjustment that is available on each lid (not sure if it will help or not).

I have ridden in very warm weather as well as quite cool weather. There seems to be some variance with peoples experience with heat.

I have ridden in the south during the summer and 100 degree days have not had any significant heat issues (100 degrees just standing is quite warm).

It seems that there may be some variation in some of the bikes that causes this issue for some people.

The HID lighting can easily be remedied for about $50 from Victory HID (it includes both the high and low beam — it makes daylight out of the night).

I had added to the 2010 and replaced the HID bulb in the 2012 with one of their bulbs as well.

Lastly, there are actually 3 power outlets. The two mentioned in the article, but also one next to the iPod connector in the left pod.”

I see you used to be a Valkyrie rider, I am still riding my 97 tour which I love but am considering the cross country tour to finally replace it. I would like your thoughts on comparing the two bikes. Power, ride, reliability, comfort on the long haul.

Comments are closed.

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The new long distance machine others will be chasing for years. The new long distance machine others will be chasing for years with the world's largest storage capacity with over 41 gallons. VICTORY CROSS SERIES Choose the Cross bikes for traditional styling with the modern technology only Victory brings to riding enthusiasts. It starts with the 106 cu. in Freedom V-Twin with power and torque for exhilarating speed at the twist of the wrist. With a 6-speed overdrive transmission these bikes have the long legs for all-day cruising. Our all-aluminum backbone frame provides light low-speed handling and impressive stability in corners and at speed. Combined with a range of windshields and storage choices and you have a bagger for everyone who wants to travel in style and comfort. NEW TRUNK FOR VICTORY CROSS COUNTRY/CROSS ROADS Touring riders can put away their tools. The new Lock & Ride® Trunk from Pure Victory can be installed on a Cross Country or Cross Roads in seconds, and removed just as quickly - without tools. To install a trunk, a rider simply aligns the trunk mounting legs with mounting points at the rear of the bike and snaps down the locking arm. The trunk's power cord connects easily to the bike's electrical system to power the taillight at the rear of the trunk lid, the audio speakers and the accessory power outlet inside the trunk. To remove the trunk, simply reverse the process. When the trunk is on the bike, a locking pin can be added for theft prevention and additional peace of mind. oThe trunk has more than enough room for two full-face helmets. oThe trunk lid seals securely, is lockable and provides the bike with a high-mounted taillight. o The front face of the trunk has a comfortable, padded passenger backrest and dual audio speakers. o Each 2011 Cross Country and Cross Roads comes with a spare lock cylinder so a trunk can be locked with the bike's ignition key. oTrunk-related accessories available from Pure Victory include: Passenger Armrests, Trunk Luggage Rack (mounts atop lid), and Trunk Liner PROVEN OUTSTANDING RELIABILITY Victory has a track record of consistently outstanding reliability and dependability, which has led to the industry's highest customer satisfaction ratings. This proven reliability, along with the new transmission design, allows Victory to recommend extended oil service intervals for 2011 drivetrains. oThe recommended oil change interval for 2011 models is every 5,000 miles (8,000 km). oLess-frequent oil changes results in a lower cost of ownership. NEW TRANSMISSION The Victory drivetrain team scrutinized every component of the engine and transmission and fine-tuned the designs and performance of numerous parts. Approximately 40% of the drivetrain is new for 2011, with the transmission receiving so many improvements it is virtually a new transmission. The changes: improved manufacturing efficiency and quality assurance; enhanced drivetrain's already-impressive reliability; improved engine performance; and, for riders, improved ridability and delivered a more appealing-sounding transmission. oIn terms of operating sound, selected modulation frequencies have been eliminated. This produces a more-appealing sound - consistently in each gear. In 4th and 6th gears in particular, gear whine has been reduced. oDriveline lash has been reduced by 66%. o"Neutral Assist" has been added to make it easier for a rider to shift into neutral when stopped. This will reduce the rider's effort, will reduce clutch wear and will lessen the performance demands on the oil. ENHANCED INSTRUMENTATION All cruisers now have instrumentation similar to that of the Victory Cross Roads, which provides a rider with a wealth of information in one, easy-to-read location. The new instrumentation includes: o An analog speedometer, which may be set to show MPH or KPH. oBlue backlighting. oA large LCD that displays: Clock (time of day is viewable at all times), gear position, tachometer and diagnostic readouts for Victory dealership service technicians. o The gauge face includes lights such as high-beam and neutral indicators and the oil warning light. Cruisers no longer have these indicator lights atop the triple clamps. oThe Cross Roads instrumentation also has an always-viewable fuel gauge. CHASSIS CHANGES ACROSS THE LINEUP All brake calipers, rotors, lower belt guards, and floorboards are black. oAll left- and right-hand switch cubes are black, as are the audio control switch block and cruise control switch block. o The triple clamp is black on all models except the Vegas Jackpot (which retains its chrome triple), and the Victory Cross Roads (which retains its brushed finish). o A new side stand on each model features an integrated hooked-end design for easy locating and easy control of the side stand. o All cruiser exhausts have a larger outlet for improved sound quality and a lower exhaust note. VICTORY CROSS ROADS The Victory Cross Roads is an extremely smooth, powerful and comfortable touring model. Multiple options allow the rider to tailor this motorcycle for any type of touring. All Victory Cross Roads Series Models Features o Strong, innovative two-piece, sand-cast hollow aluminum frame. o Air-adjust rear suspension with 4.7 inches/120 mm of rear travel. o Dual disk front brakes and inverted forks. o 22.0-liter fuel capacity. o Instrumentation includes analog speedometer, fuel gauge, odometer, trip meter, and indicator lights. o Ultra-bright, multiple-LED turn signals and flush-mounted taillight. Cross Roads o 69 Litres leather soft bag capacity Cross Roads Deluxe o79 Litres Lockable hard bag storage capacity o Easily detachable screen o Touring seat Cross Roads Series Colour Options o Crimson Red o Solid Black New Colour-Matched Lock & Ride® Trunk Available o New Lock & Ride® Trunk available as a Pure Victory accessory. o Trunk can be installed or removed in seconds - without tools: Align its mounts, lock it in place, connect power cord and ride. o Spacious trunk can hold two full-face helmets and have room to spare. o Trunk features comfortable passenger backrest and two audio speakers. o Trunk lid seals tight, is lockable and provides bike with a high-mounted taillight. o Available trunk accessories: Passenger Armrest Kit, Trunk Cargo Rack, Trunk Liner. Pure Victory Accessories for the Cross Roads Include: o Lock & Ride® Trunk, Trunk Cargo Rack, Trunk Liner, Passenger Armrest Kit, and Chrome Saddlebag Protectors. o Stage 1 Exhaust, Cross Roads Light Bar, Tach Kit and more Victory Cross Country Tour Model Highlights •World's Largest Storage Capacity 41.1 gallons •Victory Comfort Control System •Taller windshield deflects more wind/rain Victory Cross Country Tour Features and Benefits 106 CUBIC-INCH FREEDOM V-TWIN At the heart of the Cross Country Tour sits the Freedom V-Twin power plant, expertly balanced for the perfectly controlled explosions that deliver 97 horsepower and 113 ft lbs of hole shot torque. Maestro of the motorcycle world, it's what keeps man, machine and highway working together in perfect harmony. 6-SPEED OVERDRIVE TRANSMISSION The highest performing transmission on the road receives the power generated by the massive V-twin and seamlessly turns it into something you can use. Neutral Selection Assist and helical-cut gears ensure every shift is as quiet and smooth as the one before it. ABS BRAKES Standard on the Cross Country Tour, the Victory Anti-Lock Brake System doesn't discriminate between dry, wet or rock-strewn pavement. No matter what the conditions, ABS monitors what the wheel is doing and gives you consistent, smooth braking from the handlebar lever down to the rubber on the road. VICTORY COMFORT CONTROL SYSTEM Since Mother Nature seldom listens to the weather requests of motorcycle enthusiasts, we've taken means to accommodate her. Down below the knees, we've given the Cross Country Tour dual fairing vents (as well as a storage box). Close 'em for complete protection in cold or rain, open 'em wide when the weather's more agreeable. CRUISE CONTROL After making every other aspect of going the distance as effortless as possible, the throttle hand still had a beef about being overworked. By adding precise, automotive-style cruise control, the right mitt can now simply hang on and enjoy the ride. 4.7 INCHES OF REAR SUSPENSION TRAVEL Just in case the open road gets too lonely the class-leading rear suspension features an easily adjusted air shock and coil spring, ensuring a smooth ride for you and any adventure seeking passenger. TOTAL STORAGE Add up lower faring space, trunk and saddlebags and you get an amazing, best-in-class 41.1 gallons of storage space. SADDLEBAG AND RAILS With lockable latches and 21.3-gallon capacity, the Cross Country Tour can protect from theft and accomodate a passenger that doesn't follow the "travel lightly" rule. Exquisitely designed chrome rails provide style as well as tip-over insurance that you'll be grateful for when your brother-in-law asks to ride. HEATED SEATS AND GRIPS The Cross Country Tour lacks for nothing in the comfort category, and as proof we offer up heated seats and handgrips as exhibit A. Together they offer the best means of enhancing your road warrior reputation by adding precious road time to both sides of summer. TALL WINDSHIELD To maximize comfort, we've raised the windshield, resulting in reduced buffeting and increased wind and rain protection. 26.25" SEAT HEIGHT Rule of the road: the lower the seat height, the more control. The Cross Country Tour has the lowest seat in its class. Unless you admit having the toe strength of a ballerina, you want to be able to plant both feet firmly on the ground. HID LIGHTING A machine that looks this good deserves to be seen. The High Intensity Discharge headlamp shines four times brighter than standard halogen headlamps and shouts 'HERE I COME' four times louder. Since it also lasts 10 times longer, you can see your way ocean to ocean with every mile marker perfectly illuminated. ADJUSTABLE PASSENGER FLOORBOARDS When the passenger floorboards are easily adjustable, any height passenger can find comfort. That's the long and short of it. 12V SOCKET Power from the engine can now be sipped to charge phones, cameras, or anything that uses a 12v socket. Sometime during your long distance cruise you may need to call in support for that rider stranded with a lesser motorcycle.

Motorcycle Review Before arriving in Austin, my wife Jane and I were given a few photos and a brief description of the new 2010 Victory Cross Country motorcycle, so we had formed an image of what to expect. First sight of the Victory Cross Country revealed that our anticipation had not been nearly strong enough; a stunning example of motorcycle artistry greeted us. Painted metallic Midnight Cherry red, the Cross Country's sharp lines appear faceted out of cultured ruby. Angular design elements bring to mind experimental aircraft of the early jet era, yet defy placement in a specific period of the motorcycling milieu. Triangles appear scattered throughout the motif, beginning with the inverted triangle of the headlight cowl, continued in the triangle circumscribed by the cylinders with the EFI cover wedged between, and finalized in the tapered, flush-mount LED taillight. Normally, I prefer to spend some time with a motorcycle before having Jane ride with me. However, she is only in Austin for a single day, so there is little time for such formalities. Fortunately, the Cross Country proves a delight to pilot with a passenger. Its lightweight hollow cast aluminum frame, which uses the engine as a stressed member, gives the Cross Country the lowest center of gravity in its class. There is no hint of top heaviness, and the bike requires little input to prevent wandering at slow speeds. The low seat height of just over 26 inches (unladen), adds to rider control when dealing with stop-and-go traffic or walking the bike through parking lots. Possessing a map of the Texas Hill Country, I roll on the throttle. The 50-degree V-twin Victory Freedom 106 engine builds revs with a comforting growl from the split dual exhaust, effectively applying its 96 horsepower and, most importantly, 109 ft/lbs of torque to the Dunlop Elite 3 tires. Fed through EFI with dual 45mm throttle bodies, the Victory Freedom 106 utilizes a single overhead cam with four valves per cylinder. This supplies a high volume of air through a light weight valve train, allowing the engine to produce a wide torque curve from midrange to high rpm. Engine response is superb and shifting through each of the six gears is smooth. With the state capital in the rear-views, we head into the Texas Hill Country, the region of Central Texas along the Balcones Escarpment, with Austin to the east and San Antonio to the south. The topography is rolling, sometimes rugged, limestone hills covered with oak and cedar. For our purposes, the Hill Country is a series of meandering two- and four-lane roads linking a diverse collection of small towns, each with its distinct interpretation of Texas culture while conforming to the overriding theme of rugged individualism. These wonderful little towns urge a stop to investigate and shop, making them a perfect proving ground for our impeccable touring machine. The 21 gallons of storage in the Cross Country's hard saddlebags should handle the clothing and supplies required for this trip, as well as souvenirs picked up along the way. All can be packed conveniently in the provided bag liners. The Victory saddlebags have an internal locking latch that secures the top hinged lid to the bag body. However, my overstuffing of the bag bulged the sides outward. On several occasions, the overstuffing caused the saddlebag lids to open while riding, even after I believed I had ensured that they were safely clasped. Careful packing seems to be the key to keeping the lids closed. Distance is deceiving here. Even with a 60 mph limit on many of the two lane roads, the time it takes to get between two points on the map is blissfully prolonged. Each crossroads provides new sights that must be scrutinized to determine if they require further investigation. Every dip in the road leads down to a creek running through culverts under the road with signs warning of possible flooding. Around every hill a new scent greets us, distinctly earthy and palatable. Travel by motorcycle encourages the use of all senses to envelop oneself in the environment, and the Cross Country moves us through this environment in an undisputedly enjoyable fashion. As the evening approaches, Jane and I ride the Cross Country to our one firm destination of the day, The Salt Lick Bar-B-Que, in Driftwood. The Salt Lick restaurant is a local institution, borne out by the projected two-hour wait. Buses loaded with University of Texas Longhorn fans are pulling into the expansive parking lot as we arrive. The attendant directs us to pull into an area normally reserved for employees to ensure the Victory is secure away from the throng of vehicles coming and going. The crowd is daunting but the enticing smell of smoked meat coming from the decades old pit barbeque draws us in.

The Salt Lick is a sprawling complex of stone and grey woodplank buildings with a number of separate dining rooms and a large picnic area with a band. We learn from observation and overheard conversation that the trick to a quick meal is going directly to the pit house and ordering food to go. Jane and I both order a combination plate, which is prepared in a few minutes, and take our food to the picnic tables near the band. The atmosphere is lively and cheerful due to the Longhorn victory over neighboring Oklahoma. As she had been seduced by the comfort and rideability of the Cross Country, Jane reluctantly boards her flight back to California, sorry that she cannot accompany me for the rest of the trip. As a passenger, one criteria Jane looks for in a motorcycle is the smoothness with which it transitions, be it between gears or from start-to-stop and back. With a precise six-speed transmission, wet multi-plate clutch, and carbon fiber reinforced drive belt, the Cross Country scores high in this category. With its comfortable seat and backrest, it is easy for Jane to imagine herself spending the next four days with me on the Cross Country. Preparing for my ride home to California, I decided on a course from Bandera to Sonora, with as little time on major highways as possible. Bandera is an authentic cowboy town surrounded by working cattle and guest ranches and is a popular stop for motorcyclists making the circuit around the Three Twisted Sisters, the loop consisting of Ranch Roads 335, 336, and 337. I reach Bandera in time for an early lunch, so I order some food at the Dogleg Coffee House on Main Street across from the general store. While the amenities of the Dogleg are modern, the building itself is made of limestone block and looks like it could have been a jail or bank in a previous incarnation. All the shops and restaurants along Main Street are well maintained yet direct one's mind back to a time before internal combustion. Each step through town leads to a photo opportunity of some idyllic Americana. Each building looks to be hewn from the history pages of the Old West. With noontime approaching, I head west to experience some of the premier motorcycling roads offered in the Hill Country. Just past Vanderpool, Ranch Road 337 starts to climb and twist as the rolling hills gain elevation and become more severe, exposing faces of jutting limestone framed by oak and cedar. Long vistas of the land north of the Balcones Escarpment can be seen. I head down to the Frio River and the town of Leakey, where I pick up RR 336, arguably the most thrilling of the Twisted Sisters. Initially, RR 336 follows the West Frio River for a scenic ride through expansive ranges, marked by frequent cattle guard crossings, which are effectively smoothed out with the air adjustable rear suspension and the inverted cartridge forks with progressive springs; both ends offer about five inches of welcome travel. Soon, the road heads up to a broad ridge that borders the west bank of the river, and then turns into a roller coaster of two-wheeled bliss. Climbing and diving with frequent swooping turns, the scenery attempts to distract my attention away from the road, but the tarmac is too inviting. Adrenalin claws at my hand to twist harder, brake later, push for more lean. How far can I take the Cross Country? The Victory's rigid frame, sport-aware suspension, and 300mm floating rotor disk brakes with four-piston calipers give the Cross Country a carving ability akin to a much lighter bike. Too soon I am approaching Sonora and Interstate 10. I am told that riders often ride the Twisted Sisters a couple of times in a day. Unfortunately, I must keep to my schedule. The Interstate calls for a different state of mind, one that the Cross Country accommodates. The stretch of I-10 that leads out of Texas through New Mexico seems endless, but highway luxury is easily at hand without removing your grasp from the grips. Operating a trigger switch on the left handlebar with your index finger can change each mode of the trip LED display. You can flip the display to read odometer, two trip meters, average fuel consumption, average speed, fuel range, fuel mileage, and trip timer. An integrated 40-watt audio system is controlled from a set of switches inside the left grip, allowing me to set the system to AM, FM, weather band, and MP3 player. In MP3 player mode, I can select playlists or scroll through my files by album or artist. The audio system also has an auto-fade feature that permits you to set the volume while stopped, and the system will automatically increase the volume as your speed increases. Flexible body positioning is a great defense against fatigue, and the ergonomics of the Cross Country provide many opportunities for personalization. The rider's floorboards are long and offer a wide range of options for foot placement. The foot controls are adjustable to accommodate different leg lengths. Even without highway pegs installed, the forward swept wing shaped highway bars provide a nice place to push your feet against to change the pressure points on your gluteal muscles and lower back. The seat has extra padding and provides a small amount of back support. Using the standard electronic cruise control makes running the tank dry before having to stop to stretch your legs a regular occurrence. West of Las Cruces, the sky fades into the darkness of what is obviously a storm. Just before reaching the Border Patrol checkpoint between Las Cruces and Deming, I enter the brown wall of dust and rain that delineates the outflow boundary of the tempest. I angle into the heavy crosswind as much as possible, trying to dodge tumbleweeds and shrubs. The Cross Country handles the high crosswind with the same confidence it displays during normal riding conditions. A heavy downpour with hail hits just as I ride under the awning of the Border Patrol checkpoint. The large awning does not protect from the wind, but does provide some shelter from the heavy rain and hail. This gives me a chance to pull a tumbleweed out of the forks while escaping the heaviest of the downpours I encountered. The Cross Country's fairing is designed to channel rain away from the rider's hands, and adding the tall touring windscreen delivers even more protection. The next morning, clear skies and a clean Interstate 10 greet me. Motorcycling north through Arizona on US 191, I make Flagstaff for my final night on the road, leaving me an eight-hour ride across the Mojave Desert to home. Over dinner I consider the coming final day of my trip and how the Cross Country has been a consummate companion. Whether riding solo or two-up, on Interstate or rural road, the 2010 Victory Cross Country is a most appropriately named motorcycle. Unique styling, well-designed accoutrements, and ample performance position this American motorcycle as one of the premier distance killers available.

Source Motorcyclingmag.com

2012 Victory Cross Country Tour

When Victory->ke1801 introduced the Cross Country->ke3486 in late 2009, it didn't take long for the bagger to become a market favorite. This bike provided a fresh face in the factory bagger segment with the edgy lines of its fork-mounted fairing, a beautifully crafted tank with a raised spine, sharp lines and strategic recesses, and handling that its competitors wished they could match.

Now that the Cross Country has its legs under it in the segment, 2012 offered the perfect opportunity to release its full touring credentials in the Cross Country Tour.

As a take on the Cross Country, the Cross Country Tour comes with plenty of new features, including a taller windshield, the addition of a big top-case that doubles as a passenger backrest, extra speakers for the stereo system, new lower fairings, and a slick new system of vents and deflectors which allow riders to channel air flow to their liking. The Tour’s tall, wide windshield helps pocket the rider in a cocoon in mostly still air while the new topcase provides a contoured, padded backrest. When passengers are kicking back in the improved accommodations of the bike, the extra speakers integrated into the top-case makes for a great listening experience as their hair is being blasted off by the wind.

The large fork-mounted fairing of the Cross Country Tour now wears new, clear wind deflectors located on the fairing’s lower edge. The deflectors, along with the airflow controls in the lowers, are what Victory calls the Comfort Control System.

Find out more about the Victory Cross Country Tour after the jump.

• Make: Array
• Model: 2012 Victory Cross Country Tour
• Engine/Motor: 4-stroke 50° V-Twin
• Transmission: 6-speed overdrive constant mesh
• [do not use] Vehicle Model: Array

106 CUBIC-INCH FREEDOM V-TWIN

At the heart of the Cross Country Tour sits the Freedom V-Twin power plant, expertly balanced for the perfectly controlled explosion that delivers 109 ft lbs of hole shot torque. Maestro of the motorcycle world, it’s what keeps man, machine and highway working together in perfect harmony.

6-SPEED OVERDRIVE TRANSMISSION

The highest performing transmission on the road receives the power generated by the massive V-twin and seamlessly turns it into something you can use. Neutral Selection Assist and helical-cut gears ensure every shift is as quiet and smooth as the one before it.

Standard on the Cross Country Tour, the Victory Anti-Lock Brake System doesn’t discriminate between dry, wet or rock-strewn pavement. No matter what the conditions, ABS monitors what the wheel is doing and gives you consistent, smooth braking from the handlebar lever down to the rubber on the road.

VICTORY COMFORT CONTROL SYSTEM

Since Mother Nature seldom listens to the weather requests of motorcycle enthusiasts, we’ve taken means to accommodate her. Down below the knees, we’ve given the Cross Country Tour dual fairing vents (as well as a storage box). Close ‘em for complete protection in cold or rain, open ‘em wide when the weather’s more agreeable.

CRUISE CONTROL

After making every other aspect of going the distance as effortless as possible, the throttle hand still had a beef about being overworked. By adding precise, automotive-style cruise control, the right mitt can now simply hang on and enjoy the ride.

4.7 INCHES OF REAR SUSPENSION TRAVEL

Just in case the open road gets too lonely the class-leading rear suspension features an easily adjusted air shock and coil spring, ensuring a smooth ride for you and any adventure seeking passenger.

TOTAL STORAGE

Add up lower faring space, trunk and saddlebags and you get an amazing, best-in-class 41.1 gallons of storage space.

SADDLEBAG AND RAILS

With lockable latches and 21.3-gallon capacity, the Cross Country Tour can protect from theft and accomodate a passenger that doesn't follow the "travel lightly" rule. Exquisitely designed chrome rails provide style as well as tip-over insurance that you’ll be grateful for when your brother-in-law asks to ride.

HEATED SEATS AND GRIPS

The Cross Country Tour lacks for nothing in the comfort category, and as proof we offer up heated seats and handgrips as exhibit A. Together they offer the best means of enhancing your road warrior reputation by adding precious road time to both sides of summer.

TALL WINDSHIELD

To maximize comfort, we’ve raised the windshield, resulting in reduced buffeting and increased wind and rain protection.

26.25” SEAT HEIGHT

Rule of the road: the lower the seat height, the more control. The Cross Country Tour has the lowest seat in its class. Unless you admit having the toe strength of a ballerina, you want to be able to plant both feet firmly on the ground.

HID LIGHTING

A machine that looks this good deserves to be seen. The High Intensity Discharge headlamp shines four times brighter than standard halogen headlamps and shouts ‘HERE I COME’ four times louder. Since it also lasts 10 times longer, you can see your way ocean to ocean with every mile marker perfectly illuminated.

Power from the engine can now be sipped to charge phones, cameras, or anything that uses a 12v socket. Sometime during your long distance cruise you may need to call in support for that rider stranded with a lesser motorcycle.

Specifications

Motorcycle-Usa ---- "For 2012, Victory Motorcycles gave the Cross Country full touring credentials and dubbed it the 2012 Cross Country Tour."

Cycleworld ---- "Having learned from that exercise, Victory put the Cross Country into the lineup. It’s a more conventional big-inch American touring rig, though the Vision’s sense of sweep and the artful eye of Arlen Ness are everywhere you look."

Motorcycle ---- "Victory’s Cross Country has left a positive impression on the motorcycle-buying public as well as the moto media in the past two years, earning Best Cruiser in our Best Of 2010 awards. For 2012 Victory has expanded the Cross Country into the Cross Country Tour."

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2017 Victory Cross Country Tour

2017 Victory Cross Country Tour Review

2017 Victory Cross Country Tour on www.Totalmotorcycle.com

PACKED WITH POWER…

Cross America in record time. Take the standard Cross Country® bagger – a capable platform for any two-wheeled adventure – hit it with a dose of comfort and convenience features like a 200W eight-speaker Bluetooth® and USB audio system, and what you get is the Cross Country Tour: a V-Twin touring bike ready to go anywhere comfortable and quickly. So set ambitious destinations with the Cross Country Tour®, which offers the largest total cargo capacity on a production touring motorcycle (41.1 gallons). Victory’s Comfort Control System provides upper and lower air controls that channel the wind to maximize comfort while a padded passenger backrest, three-position adjustable floorboards and dual zone heated seats give your passengers the control they deserve. An air-adjustable rear suspension further aids rider and passenger comfort while ABS and new LED lighting helps keep your mind at ease.

With a twist of the wrist, the Cross Country Tour® crosses time zones without leaving your comfort zone.

Go Further, Faster.

2017 Victory Cross Country Tour www.Totalmotorcycle.com Key Features

A V-twin touring bike packed with power to go anywhere comfortably and quickly.

• Freedom® 106 V-Twin That Delivers 106 Ft.-Lb. of Torque • LED Headlight, Bluetooth® / USB Audio & ABS Standard • Heated Grips & Dual Zone Heated Seats • Three-Position Adjustable Passenger Floorboards • 41.1 Gallons of Storage

2017 Victory Cross Country Tour www.Totalmotorcycle.com Features and Benefits

Largest Total Cargo Capacity in the World

Forty-one gallons of storage capacity makes this the most cargo space of any production motorcycle.

Standard LED Headlight

Modern lighting comes standard with a LED headlight that is 74% brighter than halogen bulbs providing all the vision you need at night.

Confidence-Inspiring Brakes

Own the road in any condition. The Victory Anti-Lock Brake System monitors traction to automatically provide control, stopping power, and confidence in any situation.

Victory Comfort Control System

Turn the winds to your favor. Victory’s Comfort Control System provides upper and lower air controls that channels the wind to maximize your comfort.

2017 Victory Cross Country Tour – www.Totalmotorcycle.com USA Specifications/Technical Details US MSRP Price: Available in Gloss Black ($21,999), Gloss Blue Fire ($22,499) and Two-tone Turbo Silver and Black ($22,999).

Specifications

ABS/Cruise Control Standard Curb Weight 876 lbs / 398 kg Displacement 106 ci / 1731 cc Oil Capacity 5.0 qts / 4.73 ltr

ENGINE & DRIVETRAIN

Valve Train SOHC – 4 Valves per Cylinder/Hydraulic Lifters & Cam Chain Adjusters Transmission Type 6-speed overdrive constant mesh Transmission/Primary Drive Gear drive with torque compensator Transmission/Final Drive Carbon Fiber Reinforced Belt Fuel System Electronic Fuel Injection with dual 45mm throttle body Exhaust Dual-Large Bore Slash-Cut with Common Volume Drive/Driven Clutch Wet Multi-Plate/Diaphragm Spring Cooling Air / oil Compression Ratio 9.4 : 1 Charging System 48 amps max output Battery YTX20HL-BS/12 Volt 18 Amp Hour 310 CCA Bore x Stroke (mm) 101 x 108 mm Engine Type Freedom 106/ 6 V-Twin

Rear Suspension Single Monotube Air Adjustable Shock: 4.7″ (120mm) travel Front Suspension Telescopic Fork/ 5.1″ (130mm)

Rear Brakes Dual 300 x 5mm/Floating Rotor/4 Piston Calipers Front Brakes Dual 300mm floating rotor with 4-piston calipers Brake System Type Conventional w/ ABS

Tires / Wheels

Rear Wheel 16 x 5.0″ Rear Tires Dunlop D418 Elite 3 180/60R16 M/C 80H Front Wheel 18 x 3.5″ Front Tires Dunlop D418F Elite 3 130/70R18 63H

Wheelbase 65.7 in / 1670 mm Seat Height 26.3 in / 667 mm Rake/Trail 29.0° / 5.6 in / 142 mm Ground Clearance 5.8 in / 148 mm GVWR 1360 lbs / 617 kg Fuel Capacity (Litres) 5.8 gal / 22 ltr Overall Length (in./mm.) 108.1 in / 2747 mm

Colors (Base) Gloss Black, Gloss Blue Fire, Two-tone Turbo Silver and Black Color Swatch Gloss Black Comfort Heated Dual-zone Seat, Heated grips

2017 Victory Cross Country Tour – www.Totalmotorcycle.com Canadian Specifications/Technical Details Canada MSRP Price: $25,999 CDN

ABS Standard Dry Weight 876 lbs / 398 kg Displacement 106 ci / 1731 cc Oil Capacity 5.0 qts / 4.73 ltr

Wheelbase 65.7 in / 1670 mm Seat Height 26.3 in / 667 mm Rake/Trail 29.0° / 5.6 in / 142 mm Ground Clearance 5.8 in / 148 mm GCWR 1360 lbs / 617 kg Fuel Capacity (Litres) 5.8 gal / 22 ltr Overall Length (in./mm.) 108.1 in / 2747 mm

Comfort Heated Dual-zone Seat, Heated grips Colors (Base) Gloss Black, Gloss Blue Fire, Two-tone Turbo Silver and Black Color / Graphics Gloss Black

2017 Victory Cross Country Tour – www.Totalmotorcycle.com European Specifications/Technical Details Europe/UK MSRP Price: £TBA GBP (On The Road inc 20% Vat)

Manufacturer Specifications and appearance are subject to change without prior notice on Total Motorcycle ( TMW ).

• Cross Country Tour

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2010 Victory Cross Country Review - Motorcycle.com

Though we took as thorough a look as possible during the unveiling, our opportunity to start riding some of the 2010 Victorys has finally arrived!

A new member of the Victory family

The Cross Country (and Cross Roads) is a lot of what we already know about Victory, specifically the Vision.

The CC and CR have CORE at their core. That is to say, each of the new models employs technology used in the Vision’s frame to create a new but similar two-piece sand-cast hollow aluminum frame. The Cross bikes do however use the same Freedom 106/6 50-degree V-Twin that powers the luxo-tourer. In our 2009 Luxury Touring comparison the 106/6 pumped out 102 ft-lbs and 85 hp on the dyno.

A tick against the SOHC, air-cooled eight-valve mill is notable buzz – partially the result of a solid-mount engine – detectable mostly through the floorboards around the 3.5-4.5K rpm range in lower gears. However, this annoyance does little to overshadow the powerful thrust the 106 makes.

The CC trades the Vision’s big fairing, trunk bag and sweeping bodywork in favor of a smaller fork-mounted batwing piece.

The traditional fuel tank along with the smaller fairing reduces weight up high resulting in lower overall weight and a lower CoG. This, and a well-balanced chassis, translates into a big bike with excellent low-speed handling. The touring set is always well served by a rig – no matter the make or model – that’s friendly at parking-lot paces.

Housed in the new fairing is an AM-FM tuner with 11 pre-sets and a weather band (WX). An AUX mode enables use of your MP3 player if accessories necessary to use it in the radio are first installed from Victory (or you simply purchased a bike with the radio already set-up). XM radio or CB are also optional elements.

Analog fuel, voltmeter, speedo and tach gauges are augmented by an info-intensive LCD; a panel of warning and indicator lights round out the dash.

The cockpit is smartly laid out with heaps of data easily read at a glance. And the ethereal blue backlighting creates a relaxing atmosphere, like aromatherapy for the eyes. Of course, if you’ve been at the helm of a Vision, then the Country’s dash will look hauntingly familiar, ‘cause it’s the same.

A handy 12-volt cigarette lighter-style power port is tucked conveniently and unobtrusively just under the left speaker. Cruise control buttons located just below the throttle are easy to operate, and are visible at night, too!

A potential drawback with the fairing – depending on rider height – is the amount of buffeting we experienced from around 70-75 mph and up. Depending on conditions, buffeting can be prominent. Below that point the shorty windscreen and fairing do a good job of keeping the rider in a comfortable pocket. We suspect the taller accessory windscreen we’ve seen but not sampled will resolve a lot of this windy business.

The dished-out and low 26.25-inch seat height (0.25-inches lower than Vision) makes for something of an organic ergo package where the rider feels like a part of the bike rather than simply sitting on a seat. Reach to the pullback handlebar is easy; three settings allow fore and aft adjustment of both the shift lever and brake pedal.

Although the stylish 18-inch floorboards (longest in class according to Victory) aren’t adjustable, a small but welcome amount of forgiving upward movement is helpful for those times when you’re draggin’ a board through a turn.

Pretty much what delineates a touring bike from other types of scoots is the inclusion of luggage as standard.

Victory claims a class-leading figure of 21 gallons of carrying capacity in the Cross Country’s (and Roads) hardbag set. They may be the roomiest in-class, but they’re not as voluminous as their large external shape implies. The single pushbutton open/lock combo is easy to operate, and the lids shut with a whoompf , rather than with a slamming plastic-on-plastic note.

A word to the wise: If you don’t specifically lock the bags, then make sure you listen for the barely audible click to ensure the lids are secure. On a couple occasions Good Samaritan motorists feverishly signaled to us a lid had come open.

Four-piston brake calipers bite down on 300mm floating rotors, where on the Vision front calipers are three-piston. The Cross Country’s brake package also differs in that it isn’t linked like on the Vision, and there’s no ABS option. There isn’t quite as much feel at the adjustable brake lever as we’d hoped for, but binders reel in the CC with authority. Rear brake action is plenty powerful and offers decent feel.

Although the Cross Country has marginally milder (0.2-inches more trail) steering geometry than the Vision, an 87 lbs savings in claimed dry weight (765 lbs) enhances the Cross Country’s steering characteristics.

When was the last time a nearly 800-lb tourer begged you to run it in hot and deep into the turn?

The Cross’ neutral handling graces the bagger with remarkably precise steering. The 43mm inverted fork (46mm on the Vision) and air-adjustable mono-shock complement the stout aluminum chassis by providing a comfortable ride, yet overall stability and mid-corner manners are notably a step ahead in this class, begging the rider to explore the bike’s generous lean angle.

Victory designers have always been proud about the boldness of Victory style. And they weren’t fooling themselves when they penned the controversial Vision.

The Cross Country carries many of the lines seen on other models, including the Vision. Yet its style is both modern and classic at the same time, as the purposeful but sweeping lines seem to draw inspiration from the streamline era. The large angular frame protectors that jut out in front of the rider’s knees like small canvas-less sails are an example of Victory’s boundary-pushing styling cues.

"The large angular frame protectors...are an example of Victory’s boundary-pushing styling cues."

The protectors take some getting used to; they certainly, and perhaps purposefully, add visual heft as well as serve the dual role of damage-limiting devices and a place to bolt-in accessory highway pegs.

Giant killer?

Victory made no bones about the Cross Country’s intended targets: Harley-Davidson ’s Street/Road Glide and the riders who buy them.

The goal for Victory was to offer as much, and in some respects more of what can be found in the Harleys but for less coin. When Victory unveiled the new tourers in July of this year the Minnesota-based firm stated the Cross Country and Cross Roads would come in under the respective Harley models (Street Glide and Road King) by about $1,000, or $15,999 for the Roads and $17,999 for the Country. California emissions equipment raises MSRP (as it does with many brands) on the Victorys by an additional $250.

It’s a game of tit for tat when attempting to determine a better value, as the Harley at least makes ABS available for $845, while the Vic throws in cruise control, a $295 option on the Glide(s).

According to Victory’s own research, a high percentage of bagger market customers don’t desire ABS or linked braking. But rapidly developing acceptance of high-performance safety-enhancing technology in other market segments tells us bagger people will soon shift paradigms.

So, why not get on board sooner than later?

Even if ABS was made available on the Victory, possibly diminishing price advantages over comparable Harleys it’s still easy for us to see how the Cross Country’s more powerful engine and excellent handling advanced-design frame could steal customers away from the Goliath of American motorcycling.

Related Reading 2010 Victory Line-up Preview 2009 Luxury Touring Shootout Victory CORE All Things Victory on Motorcycle.com

More by Pete Brissette

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2024 Tour of the Gila Stage Three Report

Stephens Increases Overall Lead, Stites Blasts Into Victory

Stephens Increases Overall Tour of the Gila Lead, Winning Tyrone Time Trial

Cynisca Cycling’s Lauren Stephens raced to victory in Tyrone for Stage 3 of the Tour of the Gila 2024. Having won on the same course in 2015, she improved her previous best time by 23 seconds. Her victory at the Tyrone Individual Time Trial also increased her lead on the General Classification by 2:01, ahead of Nadia Gontova on GC. The DNA Pro Cycling rider was fourth on the stage. Alia Shafi finished 51 seconds behind Stephens, clocking a time of 39:03; 23 seconds ahead of Cécile Lejeune, racing for the Steve Tilford Foundation, finishing with 33:26 in third.

“It was quite windy out there,” Stephens said after the finish. “It was a great ride; I couldn’t have asked for anything more.”

Emily Ehrlich had been the heavy favorite coming into the time trial, after winning the TT at the Redlands Bicycle Classic and two gold medals at the Pan American Track Championships. Speaking ahead of her

start, Ehrlich said, “I honestly feel it’s the best TT we have in the country. I’ve only done it once, obviously, but it’s my favorite. I really love it!”

Ehrlich started her TT strong, with her head down in the tight position she is accustomed to.

Unfortunately, the Virginia’s Blue Ridge Twenty24 rider crashed coming down the descent of the Little Burro on the way out. She was then forced to abandon the race due to injury. The team later confirmed Ehrlich suffered a broken collarbone and possibly other fractures and is “absolutely covered in road rash.” Ehrlich had been expected to win the stage; with Stephens admitting that once she had seen that Ehrlich had crashed, she had backed off her speed.

“I hope Emily is okay,” Stephens added. “I saw her when I came over the top of the climb, which reminded me to focus on safety first.”

Ehrlich was also expected to be a top contender at the Olympic trials in two weeks’ time. She has managed to send a message to the race organization, stating she is in good spirits, and doesn’t want people to worry about her. “She will be okay,” her team reassured.

At the end of the day, the GC saw a shake-up in the standings under Stephens and Nadia Gontova, who continue to sit in the top two spots. Alia Shafi moved into the top ten on GC, following her second-place finish for Fount Cycling Guild. Her teammate, Eleanor Wiseman, also moved up to fourth from tenth place as she heads into Saturday’s crit. PAS/Steve Tilford Foundation Racing’s Marcela Prieto slid down to fifth after finishing nineteenth on the stage. Cynisca Cycling’s Ashley Frye finished fourth, moving her into a podium position in third ahead of Saturday.

The UCI women race 27 laps at the Downtown Criterium presented by the Town of Silver City on Saturday starting at 1:30 MDT.

Stites Blasts Into Victory, Taking the Overall Lead at Tour of the Gila

At Tour of the Gila on Friday, Project Echelon’s Tyler Stites blasted through the finish, seizing the win with a time of 33:07 at the Tyrone Individual Time Trial presented by Freeport McMoran. He came close to the course record of 32:59 that was set by Levi Leipheimer in 2009. The current Pan Am Time Trial Champion, Walter Vargas, was second for Team Medellín, clocking a time of 33:18. Jonas Walton rounded the podium in third, finishing in 33:45 and moving into the lead of the Best Young Rider Classification.

Stites’s win marks the second stage win for the team at Tour of the Gila 2024, after winning four out of five stages at Redlands earlier this month. Stites takes over the GC with his victory with two stages

remaining. Team Medellín’s Wilmar Paredes had a tough day, finishing in 36:33 and sliding down to fourth on GC.

“It’s a tough course, the main goal was to win the stage and take the red which I accomplished,” Stites said. “I’m really happy about that. I definitely had my eye on the course record but came up short; it was a tough day out there. I was chasing Walter, which was my minute-man, so that was a good carrot to be chasing. I had him in sight so I had a good day.”

The 16.15-mile Individual Time Trial out-and-back course in Tyrone featured 1,188 feet (362 meters) of climbing. Straight out of the start house, the road pitches up for a Category 4 Little Burro climb, rapidly shifts into a fast descent passing the Freeport-McMoran Tyrone mine, the end of which signals the turn around to head back to the finish. Five miles before the finish, the Little Burro greets the riders again, this time descending at a gradient of 6-7% before streaming down into the finishing shoot.

Owen Wright of CS Velo Racing sat in the hot seat for most of the day, starting within the first 20 riders out of the start house. Wright clocked in at 34:02, enough to finish fifth. His teammate, Joshua Lebo, crossed the finish with his CS Velo team cheering him on, becoming the first rider to clock in under 34 minutes with 33:59 and ending up fourth on the stage.

The hot seat began to change rapidly once the final ten riders were coming in to the finish. Disappointment showed through the smile Vargas displayed as he talked about his performance. He had won the stage last year, and was hoping to defend his win, but still gave respect to Stites as he outshone him in Tyrone.

“This was a pretty demanding time trial, and the wind here is strong,” Vargas said. “I felt good and had good legs but Tyler [Stites] is also in very good form. I knew that he had won another race before Gila here in the United States, so he’s going very strong.”

Despite his loss on Friday, Vargas and Team Medellín look ahead to the final two stages, ready to battle for the GC.

“I’m sitting second on GC with two demanding stages to go, including the final that is a very, very hard stage,” Vargas said. “We hope to give everything and make it a good race on Sunday. Tomorrow, we have the crit, which is a fast and explosive one, so we will give it our all in these last two days.”

Stites won the Downtown Silver City Criterium in 2022, and expects the team to contest the sprint on Saturday before the final showdown Sunday. Important time bonuses will be available at the finish Saturday for the top three finishers, earning ten, six and four seconds respectively.

The pro men take the stage at 3:10 p.m. after a full day of amateur racing and following the pro women.

Photo: Velo Images

This Article Updated April 27, 2024 @ 10:20 AM

For more information contact: [email protected]

2024 Tour of the Gila Stage Two Report