2012 victory cross country tour trunk

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Victory Cross Country, Magnum Tour Pack Kit

****  We use the factory paint when color matching the tour packs.  In some cases, the paint is not a perfect match and my appear to be to light or to dark.    We want to let you know upfront before you order and are disspointed.  

VicBaggers Tour Pack Kit is complete with Pack and Bracket as well as the passenger backrest. The is an ideal piece for the Magnum owner or Cross Country/Cross Roads/Hardball owner. This Luggage Rack mounts under the seat and allows for the use of factory Magnum Bag fillers. Perfect for the Magnum owner that wants a little extra space for use with various Tour Packs. This bracket has a mounting surface of approximately 18" long and 15" wide. Made from steel and powder coated, this rack offers form and function.  Tour Pack is sleek but allows for adequate additional storage. Tour Pack measures approximately 20"L x 25"W x 9"D. Tour Pack comes painted gloss black. For painted options please email us at [email protected] or call 812-782-3476

 Kit includes Tour Pack Mount, Tour Pack reinforcement, Tour Pack with backrest pad and inner rubber liner.The reinforcement bracket  Replaces license plate mount. Can only be used with factory rear fender. A great addition to accommodate heavier loads.

Professional Installation recommended   

******* Please allow up to 6 weeks before shipping.  ********

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2012 Victory Cross Country Tour – Road Test Review

photography by Kevin Wing

A year ago this fall, as I was riding a 2011 Victory Cross Country to New Mexico and back from Southern California, I wondered, “What could make this bike even better?” The cruise control worked great, its luggage system held a huge amount and I was enjoying the radio—but we always want a little more now, don’t we? Well, on the other hand, its lowers were really not much more than gussied-up crash bars, and since they did not blunt the wind, my legs became cold in the higher elevations. On those rain-soaked roads anti-lock brakes would have been a welcome addition, and the bike could have used a few additional creature comforts. All of these were on my wish list.

It’s almost as if the good folks at Victory read my mind, since for 2012 it has introduced an upgraded model called the Cross Country Tour that keeps all the good stuff from the original, and incorporates substantial improvements in terms of comfort and function, the sound system and safety considerations. It now presents itself as a state-of-the-art machine with all the amenities any dresser rider could possibly want.

As for the basics, the Cross Country Tour is still powered by the same air/oil-cooled, 50-degree V-twin motor with single overhead cams and four valves per cylinder that debuted several years ago. It displaces 1,731cc—that’s 106 cubic inches for bikes made in American places like Victory’s Spirit Lake, Iowa, factory. This bad boy has a 9.4:1 compression ratio, and sips 91-octane fuel through a pair of 45mm throttle-body injectors. Bore and stroke are 101 x 108mm. The whole shootin’ match is counterbalanced for vibration control, and then set into a two-piece, sand-cast, hollow aluminum frame. Power is leveraged through a six-speed transmission, the top gear of which is an overdrive; it all hooks to the rear wheel by means of a belt final drive.

The first thing you notice about the Cross Country Tour as compared with its predecessor is its new set of lowers, enclosed pieces replacing last year’s open framework. A glove box on each side will easily hold a pair of gloves and more behind its little door, and the left one includes an iPod hookup. Below these is an enclosed section that can fully block the windblast to the legs, or the rider can grab the hand lever on either side and rotate this section out of the way to allow the wind to blow through. Likewise, that clear deflector at the lower edge of each side of the fork-mounted fairing can be positioned to deflect the wind away from the body in cool weather, or pivoted to direct it toward the torso when it’s hot.

Another change this year is the new windscreen, which is even taller than the previous accessory tall screen. My only complaint with the Tour’s amenities is that even though I’m 6 feet tall I still had to look through the screen rather than over it, which can be a problem at night, or in rainy or misty weather. Taken together, however, the lowers, deflectors and windscreen combine to offer nearly total wind control and protection.

Hit the starter button and the Victory comes to life with a muted, throbbing idle. Chunk it into gear and note that this model has an unusually heavy clutch pull. I don’t recall that the bike I rode last year required near as much clutch effort, so this may have been a peculiarity of our test bike.

The rider sits in the bucket of the cushy one-piece, two-up seat, feet on long floorboards, hands holding widely spaced grips. If the ride becomes chilly the rider can close all the wind controls and turn on the new heated grips, which have a high and low temperature setting. Still cold? Activate the heated seats via separate toggle switches for the rider and passenger portions, which are located on the base of the dual seat’s left side; each also has a high and low setting. In a minute or so you’ll feel the seat begin to ooze warmth, which will be downright cozy on those evening rides.

Passenger amenities include the padded backrest mounted on the trunk as before, but new this year are the three-position footboards. They can be placed at any of three heights by unbolting and reinstalling their brackets. This not only varies their height within a 2-inch range, but depending upon how you turn the brackets the ’boards can also be tilted 10 degrees.

Despite its bulky appearance and hefty wet weight of 868 pounds with a full tank of gas, the Cross Country Tour has a relatively light feel on the road. Part of this is its 29-degree rake with 5.6 inches of trail. Still, with that 65.7-inch wheelbase, it’s solid on the road. Another plus is that despite its relatively low seat height of 26.3 inches, the bike has an acceptable level of cornering clearance and doesn’t usually drag parts while cornering.

Victory boasts that the Cross Country Tour provides “the most storage of any bike in the world,” more than 41 gallons worth, and I could not dispute that. The bags are huge, their lids open outward and their flat inner walls make them easy to pack. The rear-opening trunk will swallow a pair of full-face helmets and most of whatever else you wish to carry. Factor in the glove boxes in the new lowers and if the Tour doesn’t provide enough storage for you, you’ve probably over packed. The bags and trunk are all lockable with the ignition key, and unlined, but your Victory dealer will cheerfully sell you a set of liner bags for them.

That trunk has a “Lock & Ride” feature that allows it to be removed or installed quickly and easily without tools. To do so, the rider begins by unhooking the wiring harness for the trunk (located behind the left side cover), then pivots two handles upward that are located below the trunk. This releases the trunk and the entire unit can be removed.

The 106-inch motor has a pleasant note, and with its counterbalancer is a model of smoothness. When last we tested a Victory 106 in a Cross Country, in our May 2010 issue, it cranked out 87.5 horsepower at 4,900 rpm, and generated 97.5 lb-ft of torque at 3,800 rpm, and this engine is identical. Shifting requires some effort and produces some satisfying clunks, especially when stuffing it into first gear. Power delivery is very controllable, and at 60 mph in sixth gear the motor is turning a lazy 2,300 rpm. For simplified maintenance it features self-adjusting cam chains, utilizes hydraulic lifters and oil-change intervals are 5,000 miles.

On my New Mexico trip last year I noted that while riding the highway for hours on end in sixth gear with the cruise control set at 70-75 mph, this big-incher returned a surprising 50 mpg. That, coupled with its 5.8-gallon tank, gave it a potential range of 290 miles. This year, in more conventional all-round city/country usage, our test bike averaged 38.6 mpg.

The bike is suspended by a 43mm male-slider cartridge fork that provides 5.1 inches of travel, but offers no adjustments. The rear single air shock offers 4.7 inches of travel. Access the Schrader valve located behind the bike’s right side cover, consult the small chart in the right saddlebag lid specifying the recommended air pressures for various loads and weights, and use the hand pump provided to adjust the shock’s air pressure. I found the suspension well controlled, short of plush, and very acceptable for a bike this size and heft.

Another upgrade on the Tour model is anti-lock brakes, a nonlinked system that utilizes a pair of 300mm front discs activated by four-piston calipers, and a single 300mm rear with a two-piston caliper. Utilize either brake while upright in a straight line and you’ll feel the wheels repeatedly come to the point of near lockup, then release.

The sound system offers an AM/FM radio standard, with an iPod cord and satellite radio available as an option. Four speakers, a pair in the fairing and a pair on the trunk, surround you with sound. Audio quality is good, but at highway speeds most of the sound is lost in the wind.

The bike offers a high-intensity discharge headlight that Victory states is four times brighter than a standard halogen light, and lasts 10 times longer. We now tend to carry cell phones and GPS, and for charging such devices, the Tour offers three 12-volt plugs, one in the dash, a second in the left glove box and a third in the trunk.

Complaints are minor. I’ve already mentioned the tall windscreen. Also, the control pods for the sound system below the left grip and the cruise control on the right are not illuminated. Until you become familiar with them, you will be fumbling around for them in the dark.

In addition to its large speedometer and tach, the Cross Country Tour’s instrument panel includes a fairly accurate fuel gauge and ammeter, gear indicator and clock. Repeatedly pull a switch near the left grip and the LCD display will cycle through two tripmeters, ride time, average mpg, average mph, range, current mpg, running time and odometer.

With all this luggage capacity and passenger amenities, it’s comforting to know that the CC Tour has a gross vehicle weight rating (GVWR) of 1,360 pounds. Subtract its wet weight and you find the bike offers 492 pounds of load capacity.

If you’re ready to spring for a 2012 Cross Country Tour, the bike’s MSRP is $21,999, and color options include the Solid Sunset Red shown, plus Solid Black or Solid Pearl White. An option is the more basic Cross Country model, which is essentially last year’s model without the trunk and this year’s updates, but it does have ABS; it sells for $18,999.

On last year’s long ride I put more than 3,000 miles on the Cross Country, and really came to appreciate its handling, power, luggage capacity and sound system. Now that it has been upgraded with the new airflow controls, heated grips and seats, and the rest, the Cross Country Tour can match other top-line dressers for comfort features, while its ABS provides an additional safety margin. Put it all together, and Victory has a bike that now excels in every functional category of long-distance travel. Hmmm, now where’s my map of New Mexico?

2012 Victory Cross Country Tour Specs Base Price: $21,999 Warranty: 2 yrs., unltd. miles Website: victorymotorcycles.com

Engine Type: Air/oil-cooled, transverse 50-degree V-twin Displacement: 1,731cc Bore x Stroke: 101.0 x 108.0mm Compression Ratio: 9.4:1 Valve Train: SOHC, 4 valves per cyl. Valve Adj. Interval: NA Fuel Delivery: EFI w/ dual 45mm throttle bodies Lubrication System: Wet sump, 5.0-qt. cap. Transmission: 6-speed, cable-actuated wet clutch Final Drive: Belt

Electrical Ignition: Electronic Charging Output: 576 watts max. Battery: 12V 18AH

Chassis Frame: Two-piece, sand-cast, hollow aluminum w/ cast aluminum swingarm Wheelbase: 65.7 in. Rake/Trail: 29 degrees/5.6 in. Seat Height: 26.3 in. Suspension, Front: 43mm stanchions, no adj., 5.1-in. travel Rear: Single shock, adj. for spring preload and air pressure, 4.7-in. travel Brakes, Front: Dual floating discs w/ opposed 4-piston calipers & ABS Rear: Single floating disc w/ floating 2-piston caliper & ABS Wheels, Front: Cast, 3.0 x 18 in. Rear: Cast, 5.0 x 16 in. Tires, Front: 130/70R-18 Rear: 180/60R-16 Wet Weight: 868 lbs. Load Capacity: 492 lbs. GVWR: 1,360 lbs.

Performance Fuel Capacity: 5.8 gals., last 1.0 gal. warning light on MPG: 91 PON min. (high/avg/low) 40.8/38.6/33.2 Estimated Range: 224 miles Indicated RPM at 60 MPH: 2,300

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Victory is making good progress with this model. Much more appealing than the grotesque Vision, it has a tasteful fairing, windshield, and nice instrument panel. Mechanicals are a little improved also with less “motor noise” and mechanical clatter. The suspension is better all around too.

On a less complimentary note, the saddlebags and trunk look like steamer trunks and take on a style like the Goldwing–just too big and ugly. Generally speaking, a more refined fit and clean styling would be welcome.

traded in my 07 yamaha venture for the 12 cross country tour.i have noticed several differences and similarities.the most notable being the Great handling of the victory.it is so much better balanced than the venture that it makes me smile every time i get on it and go for a ride.the wind protection and manegement of the cct is very good but you do get a bit more air flow over the lowers onto your knees.the yamaha sound system sounds a tad better at speed but i can live with that.fuel injection on the cct is great and i still wonder why yamaha hasn’t gone that route on the venture.the storage capacity of the cct is great but victory Should have put liners in as standard features at this price.heated grips are wonderful but haven’t needed the heated seats yet. Victory also should of added a toggle light for the grips to inform rider that the grips are on as it can be distracting to stare down at switch.transmission is definately clunky but it has quited down a bit with added mileage.I love the looks of the bike and the fact that it is American Made is super nice!

I traded my Suzuki C90SE on a 2013 Cross Country Tour. I thought the C90 was the best bike I have ever owned until this XCT came along. —————————————————————————————— There is some issues I would like to see addressed for a bike in this price range……….. It would be nice to have the adjustable electric windshield that comes on the Vision. Riding in the rain at night is difficult with the tall shield. The tranny is very clunky. Victory needs to go back to the drawing board for the 3rd time and add some refinement to the tranny. Roller rockers are a great idea but they are very noisy and distract from the quality of the rest of the bike. (You dont hear them with a full face helmet) ——————————————————————————- On the plus side The motor pulls hard at any RPM For a heavy bike the handling is amazzzzzing Wind protection is top notch-I got caught in the rain and when I arrived home 30 min later I was dry (No rain suit) Love the look of this beast Cruise Control Heated seat and grips 4 speaker Stereo Much more…

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2012 Victory Cross Country Tour

Posted by Rider Magazine on November 17, 2011

Road Test Review

A year ago this fall, as I was riding a 2011 Victory Cross Country to New Mexico and back from Southern California, I wondered, “What could make this bike even better?” The cruise control worked great, its luggage system held a huge amount and I was enjoying the radio—but we always want a little more now, don’t we? Well, on the other hand, its lowers were really not much more than gussied-up crash bars, and since they did not blunt the wind, my legs became cold in the higher elevations. On those rain-soaked roads anti-lock brakes would have been a welcome addition, and the bike could have used a few additional creature comforts. All of these were on my wish list.

It’s almost as if the good folks at Victory read my mind, since for 2012 it has introduced an upgraded model called the Cross Country Tour that keeps all the good stuff from the original, and incorporates substantial improvements in terms of comfort and function, the sound system and safety considerations. It now presents itself as a state-of-the-art machine with all the amenities any dresser rider could possibly want.

As for the basics, the Cross Country Tour is still powered by the same air/oil-cooled, 50-degree V-twin motor with single overhead cams and four valves per cylinder that debuted several years ago. It displaces 1,731cc—that’s 106 cubic inches for bikes made in American places like Victory’s Spirit Lake, Iowa, factory. This bad boy has a 9.4:1 compression ratio, and sips 91-octane fuel through a pair of 45mm throttle-body injectors. Bore and stroke are 101 x 108mm. The whole shootin’ match is counterbalanced for vibration control, and then set into a two-piece, sand-cast, hollow aluminum frame. Power is leveraged through a six-speed transmission, the top gear of which is an overdrive; it all hooks to the rear wheel by means of a belt final drive.

The first thing you notice about the Cross Country Tour as compared with its predecessor is its new set of lowers, enclosed pieces replacing last year’s open framework. A glove box on each side will easily hold a pair of gloves and more behind its little door, and the left one includes an iPod hookup. Below these is an enclosed section that can fully block the windblast to the legs, or the rider can grab the hand lever on either side and rotate this section out of the way to allow the wind to blow through. Likewise, that clear deflector at the lower edge of each side of the fork-mounted fairing can be positioned to deflect the wind away from the body in cool weather, or pivoted to direct it toward the torso when it’s hot.

Another change this year is the new windscreen, which is even taller than the previous accessory tall screen. My only complaint with the Tour’s amenities is that even though I’m 6 feet tall I still had to look through the screen rather than over it, which can be a problem at night, or in rainy or misty weather. Taken together, however, the lowers, deflectors and windscreen combine to offer nearly total wind control and protection.

Hit the starter button and the Victory comes to life with a muted, throbbing idle. Chunk it into gear and note that this model has an unusually heavy clutch pull. I don’t recall that the bike I rode last year required near as much clutch effort, so this may have been a peculiarity of our test bike.

The rider sits in the bucket of the cushy one-piece, two-up seat, feet on long floorboards, hands holding widely spaced grips. If the ride becomes chilly the rider can close all the wind controls and turn on the new heated grips, which have a high and low temperature setting. Still cold? Activate the heated seats via separate toggle switches for the rider and passenger portions, which are located on the base of the dual seat’s left side; each also has a high and low setting. In a minute or so you’ll feel the seat begin to ooze warmth, which will be downright cozy on those evening rides.

Passenger amenities include the padded backrest mounted on the trunk as before, but new this year are the three-position footboards. They can be placed at any of three heights by unbolting and reinstalling their brackets. This not only varies their height within a 2-inch range, but depending upon how you turn the brackets the ’boards can also be tilted 10 degrees.

Despite its bulky appearance and hefty wet weight of 868 pounds with a full tank of gas, the Cross Country Tour has a relatively light feel on the road. Part of this is its 29-degree rake with 5.6 inches of trail. Still, with that 65.7-inch wheelbase, it’s solid on the road. Another plus is that despite its relatively low seat height of 26.3 inches, the bike has an acceptable level of cornering clearance and doesn’t usually drag parts while cornering.

Victory boasts that the Cross Country Tour provides “the most storage of any bike in the world,” more than 41 gallons worth, and I could not dispute that. The bags are huge, their lids open outward and their flat inner walls make them easy to pack. The rear-opening trunk will swallow a pair of full-face helmets and most of whatever else you wish to carry. Factor in the glove boxes in the new lowers and if the Tour doesn’t provide enough storage for you, you’ve probably over packed. The bags and trunk are all lockable with the ignition key, and unlined, but your Victory dealer will cheerfully sell you a set of liner bags for them.

That trunk has a “Lock & Ride” feature that allows it to be removed or installed quickly and easily without tools. To do so, the rider begins by unhooking the wiring harness for the trunk (located behind the left side cover), then pivots two handles upward that are located below the trunk. This releases the trunk and the entire unit can be removed.

The 106-inch motor has a pleasant note, and with its counterbalancer is a model of smoothness. When last we tested a Victory 106 in a Cross Country, in our May 2010 issue, it cranked out 87.5 horsepower at 4,900 rpm, and generated 97.5 lb-ft of torque at 3,800 rpm, and this engine is identical. Shifting requires some effort and produces some satisfying clunks, especially when stuffing it into first gear. Power delivery is very controllable, and at 60 mph in sixth gear the motor is turning a lazy 2,300 rpm. For simplified maintenance it features self-adjusting cam chains, utilizes hydraulic lifters and oil-change intervals are 5,000 miles.

On my New Mexico trip last year I noted that while riding the highway for hours on end in sixth gear with the cruise control set at 70-75 mph, this big-incher returned a surprising 50 mpg. That, coupled with its 5.8-gallon tank, gave it a potential range of 290 miles. This year, in more conventional all-round city/country usage, our test bike averaged 38.6 mpg.

The bike is suspended by a 43mm male-slider cartridge fork that provides 5.1 inches of travel, but offers no adjustments. The rear single air shock offers 4.7 inches of travel. Access the Schrader valve located behind the bike’s right side cover, consult the small chart in the right saddlebag lid specifying the recommended air pressures for various loads and weights, and use the hand pump provided to adjust the shock’s air pressure. I found the suspension well controlled, short of plush, and very acceptable for a bike this size and heft.

Another upgrade on the Tour model is anti-lock brakes, a nonlinked system that utilizes a pair of 300mm front discs activated by four-piston calipers, and a single 300mm rear with a two-piston caliper. Utilize either brake while upright in a straight line and you’ll feel the wheels repeatedly come to the point of near lockup, then release.

The sound system offers an AM/FM radio standard, with an iPod cord and satellite radio available as an option. Four speakers, a pair in the fairing and a pair on the trunk, surround you with sound. Audio quality is good, but at highway speeds most of the sound is lost in the wind.

The bike offers a high-intensity discharge headlight that Victory states is four times brighter than a standard halogen light, and lasts 10 times longer. We now tend to carry cell phones and GPS, and for charging such devices, the Tour offers three 12-volt plugs, one in the dash, a second in the left glove box and a third in the trunk.

Complaints are minor. I’ve already mentioned the tall windscreen. Also, the control pods for the sound system below the left grip and the cruise control on the right are not illuminated. Until you become familiar with them, you will be fumbling around for them in the dark.

In addition to its large speedometer and tach, the Cross Country Tour’s instrument panel includes a fairly accurate fuel gauge and ammeter, gear indicator and clock. Repeatedly pull a switch near the left grip and the LCD display will cycle through two tripmeters, ride time, average mpg, average mph, range, current mpg, running time and odometer.

With all this luggage capacity and passenger amenities, it’s comforting to know that the CC Tour has a gross vehicle weight rating (GVWR) of 1,360 pounds. Subtract its wet weight and you find the bike offers 492 pounds of load capacity.

If you’re ready to spring for a 2012 Cross Country Tour, the bike’s MSRP is $21,999, and color options include the Solid Sunset Red shown, plus Solid Black or Solid Pearl White. An option is the more basic Cross Country model, which is essentially last year’s model without the trunk and this year’s updates, but it does have ABS; it sells for $18,999.

On last year’s long ride I put more than 3,000 miles on the Cross Country, and really came to appreciate its handling, power, luggage capacity and sound system. Now that it has been upgraded with the new airflow controls, heated grips and seats, and the rest, the Cross Country Tour can match other top-line dressers for comfort features, while its ABS provides an additional safety margin. Put it all together, and Victory has a bike that now excels in every functional category of long-distance travel. Hmmm, now where’s my map of New Mexico?

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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Victory Cross Country Saddlebag Accsy's & Luggage Racks

Shop parts and accessories, victory cross country.

2012 Victory® Cross Country Tour

Florian Neuhauser

When Victory® introduced its newest touring model, a simple intro ride wasn’t enough. To truly appreciate all the Cross Country Tour has to offer we rode almost 1,000 miles through four states for a long distance evaluation. Along the way we encountered every type of road, just like any touring enthusiast would. I even rode to Wisconsin for a Shamrock Tour®, racking up 3,598 miles in less than two weeks. Just call me an editor on the run….

Polaris® has grown significantly over the past couple of years, mostly because of an increase in Victory sales. The 2011 Cross Country was its best-selling model ever, and riders around the globe are discovering its capabilities. Polaris recently acquired the iconic Indian® Motorcycle brand, which it will handle as its own entity. A lot is going on at the Minneapolis-based company, making it even more impressive that Polaris releases a new model every six months.

Engine and Chassis

The 106-cubic-inch engine (1731cc) lies at the center of the CCT. The robust mill is used in all of Victory’s touring models. The 4-stroke, 50-degree, V-Twin engine is air- and oil-cooled, with single overhead camshafts with four valves per cylinder. Best of all the self-adjusting cam chains require no extensive work and maintenance. This engine is truly built for the rider who tours. After the initial break-in period, the CCT’s acceleration easily allows for passing maneuvers, even on curvy mountain roads. It’s one of the smoothest motorcycles out there. Throttle response, handling, and brakes fulfill their duties well, which often leads to very spirited riding. The large six-gear transmission is clunky, but that means there is no backlash in the throttle.

A low seat height of just 26.25 inches makes it accessible to every experienced rider. Slightly lighter than its closest competitor, the Harley-Davidson® Electra Glide® Ultra Limited, the CCT weighs in at 845 pounds, dry. The front suspension is made up of an inverted cartridge telescopic fork with 5.1 inches of travel. The rear uses a single, mono-tube gas shock out of cast aluminum with constant rate linkage providing 4.7 inches of travel. The rear is air adjustable. First, remove the cover in front of the right saddlebag to locate an air valve. Then hook up the air pump, which can be bought as a separate accessory and one that I highly recommend, and follow the instructions on the inside of the right saddlebag. During my test ride through the Rockies I scraped the floorboards on some tight curves, but after pumping up the rear suspension to 45psi there was no more scraping.

For 2012, all Victory touring models are equipped with ABS. A dual 300mm floating rotor with 4-piston calipers in the front, and a 300mm floating rotor with a 2-piston caliper in the rear make up the conventional braking system. The brakes are not sensitive, and a good, old-fashioned squeeze is needed to bring the bike to a stop. The ABS is welcomed, however, and if you have the urge to do a burnout thank the engineers who allow the rider 30 seconds before the rear wheel stops spinning.

Features and Ergonomics

Victory Edge consists of five components: performance, styling, comfort, reliability and storage. The CCT certainly fulfills these requirements. The Comfort Control System utilizes upper and lower vents to direct air to the rider’s head, chest and legs, and it works well. On extremely hot days I discovered it was better to close the lower vents so heat from the engine stayed off my legs. The seat made my 300-plus miles a day easy, although the support cushion put some pressure on my lower spine. It would be great if Victory would cut a V into the rear part of the seat and support cushion for maximum comfort. Standard features include heated grips and a heated seat for rider and passenger (which can be a bit tricky to reach with gloves on), radio, and an iPod cable in the left glove box. The passenger floorboards can be adjusted by 2 inches vertically and 10 degrees rotationally. Long rider’s floorboards made it easier to move my feet around during long days in the saddle. There was no need for highway pegs because I could completely stretch out my legs, but I could also position them right underneath my body. The appreciated absence of the heel shifter gives the rider a lot more room. The CCT has a combined 41.1 gallons (155 liters) of storage space. The topcase easily swallows two full-face helmets. The tall windscreen provides exceptional protection, and even for my tall frame I experienced no buffeting.

Flo’s Lowdown

The CCT is a smooth criminal. It’s so smooth on the road that you’ll have a hard time ignoring that little devil on your shoulder urging you to twist the throttle harder. It’s a blast sweeping the motorcycle around curves, and its stability and balance impressed me. Even riding 80 mph in long, open sweepers the bike holds steady – no wobble. However, the fuel gauge does drop to E very quickly, which can be unsettling while riding, especially if you can actually still ride another 30 to 40 miles. And although the handlebar controls for radio and cruise control require quite a bit of stretch to operate, this ultimate touring machine is a complete package, requiring very few add-ons. It could use a GPS or maybe a magnetic tankbag, but all the other important comforts are already in place. With an MSRP of $ 21,999 the CCT has a lot to offer. Find a Victory dealer near you for a test ride.

Technical Specs

+ complete package, styling, comfort, storage - fuel gauge, handlebar controls Distributor : Polaris Industries MSRP : $ 21,999 Engine : 4-stroke, 50º V-Twin Displacement : 106ci Bore and Stroke : 101x108mm Fuel System : electronic fuel injection w/ dual 45mm throttle body Power : na Cooling : air/oil Transmission : wet, multi-plate clutch, 6-speed overdrive constant mesh Front Suspension : inverted cartridge telescopic fork, 43mm diameter, 5.1in / 130mm travel Rear Suspension : single, mono-tube gas, cast aluminum w/ constant rate linkage, 4.7in / 120mm travel, air adjustable Rake/Trail : 29° / 5.6in (142mm) Brakes Front/Rear : dual 300mm floating rotor with 4-piston calipers, 300mm floating rotor with 2-piston caliper Tires Front/Rear : 130/70R18 Dunlop Elite 3, 180/60R16 Dunlop Elite 3 Dry Weight : 845lbs (384kg) Wheelbase : 65.7in (1670mm) Seat Height : 26.25in (667mm) Fuel Capacity : 5.8gal (22l) Fuel Consumption : 39.7mpg (based on on-board computer) Colors : Solid Black; Solid Sunset Red; Solid Pearl White

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2012 Victory Cross Country

Back to 2012 Victory Motorcycle Model Review Page

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2012 Victory Cross Country Review

Performance, check. Comfort, check. Styling, check.

Bold road warrior, this bagger is ready for the long haul.

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

2011 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

2012 Victory Cross Country Model Highlights

– 106 cubic-inch Freedom V-Twin Engine

– 6-speed overdrive transmission

– Optional Lock & Ride trunk

2012 Victory Cross Country Features and Benefits

106 CUBIC-INCH FREEDOM V-TWIN At the heart of the Cross Country 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, 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. 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. 560 LB TOTAL LOAD CAPACITY Ideal for both 2-up or solo riding, the Cross Country weighs in as the packhorse of the touring line. But don’t be fooled by its 560 lb load capacity. A rigid reinforced frame, adjustable rear air suspension and 96 hp V-Twin allow it to prance as lightly as any sure-footed thoroughbred. 21-GALLON STORAGE Saddlebags constructed of sturdy glass-filled nylon offer plenty of room to include the stuff that long hauls are made of. Lockable latches make sure that stuff stays on the bike you while you’re off having lunch. 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. OPTIONAL LOCK & RIDE TRUNK If you can’t stand leaving all your worldly possessions behind, the optional roomy, protective trunk installs in seconds without the need for tools. The trunk also doubles as a comfortable backrest for your significant other. MP3 COMPATIBLE AM/FM TWO-SPEAKER STEREO There are times when the Freedom V-Twin’s dulcet toned pipes prefer not playing solo. With a high-quality mp3 player/radio embedded in the fairing, you can have your own rolling roadhouse hoedown. It’s just one more way to let freedom ring.

2012 Victory Cross Country – USA Specifications/Technical Details USA MSRP Price: $18,999 USD

Engine Battery 12 volts / 18 amp hours Bore x Stroke 101 x 108 mm Charging System 48 amps max output Clutch Wet, multi-plate Compression ratio 9.4 : 1 Cooling System Air / oil Displacement 106 ci / 1731 cc Engine Type 4-stroke 50° V-Twin Exhaust Split dual exhaust with crossover Final Drive Carbon Fiber Reinforced Belt Fuel Capacity 5.8 gal / 22 ltr Fuel System Electronic Fuel Injection with dual 45mm throttle body Oil capacity 5.0 qts / 4.75 ltr Primary Drive Gear drive with torque compensator Transmission 6-speed overdrive constant mesh Valve train Single overhead camshafts with 4 valves per cylinder, self-adjusting cam chains, hydraulic lifters

Chassis Dry Weight 765 lbs / 347 kg Ground Clearance 5.8 in / 148 mm GVWR 1360 lbs / 618 kg Length 104.4 in / 2652 mm Rake/trail 29.0o / 5.6 in / 142 mm Seat Height 26.25 in / 667 mm Wheelbase 65.7 in / 1670 mm

Suspension Front Suspension Inverted cartridge telescopic fork, 43 mm diameter, 5.1 in / 130 mm travel Rear Suspension Single, mono-tube gas, cast aluminum with constant rate linkage, 4.7 in / 120 mm travel, air adjustable

Brakes Brake System Type Conventional Front braking system Dual 300mm floating rotor with 4-piston calipers Rear braking system 300mm floating rotor with 2-piston caliper

Wheels & Tires Front Tire 130/70R18 Dunlop Elite 3 Front Wheel 18 x 3.0 in Rear Tire 180/60R16 Dunlop Elite 3 Rear Wheel 16 x 5.0 in

Color Colors Solid Black; Solid Imperial Blue; Two Tone Sunset Red & Silver Graphics

2012 Victory Cross Country – Canadian Specifications/Technical Details Canada MSRP Price: $20,699 CDN

Colour Colours Solid Black; Solid Imperial Blue; Two Tone Sunset Red & Silver Graphics

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2012 Victory Cross Country Tour Preview - Motorcycle.com

Also, a new iteration of the Cross Roads, the Cross Roads Classic LE, will increase the selection of Victory’s baggers and touring-oriented motorcycles to a total of seven models for 2012.

The Cross Country Tour: More Ready Than Ever to Live Up to Its Cross Country Name

Building on growth and profitability in 2010 – as well as a strong second quarter this year – that Victory says is due in part to the success of its Cross models, the company has graced the Cross Country with additional storage and wind protection making the Tour more ready than ever to live up to its namesake.

The 17.7-gallon Lock & Ride trunk box is now standard equipment (an optional accessory for the Cross in 2011), as well as a new 20.5-inch windscreen, which Victory says is 8.75 inches taller than the screen on the standard Cross Country. Also new are hard-shell lowers, each with 1.0-gallon storage capacity.

The CC Tour also has provision for air-flow management via adjustable controllers/air dams on the bottom edge of the CC’s fork-mounted fairing, as well as deflectors in the new hard lowers. Optional heated seats and grips are worthwhile upgrades, but perhaps no option is more welcomed than ABS.

Anti-lock brakes are now available for all 2012 Victory touring motorcycles. Last year, only the Vision Tour and Arlen Ness Vision were equipped with ABS.

In our 2011 Bagger Cruiser Shootout we gave the Cross Country high praise and top overall honors based on the performance of its Freedom 106/6 V-Twin, voluminous storage capacity, most comfortable ergos and excellent handling from its stiff but lightweight cast-aluminum frame.

While we liked the storage capacity and convenience of the tool-less installation/removal of the optional Ride & Lock trunk fitted to our Cross Country test unit in the Bagger Shootout, we noticed the addition of the trunk’s weight made the CC feel tippier at low speeds, so we expect the Tour model will exhibit a similar sensation. Another, somewhat minor, drawback with the trunk is its lack of integrated styling – the trunk’s framework is clearly visible and a tad industrial looking – which doesn’t seem to have changed on the Cross Country Tour.

The Cross Country Tour rings in with an MSRP of $21,999 for Solid Black and $22,499 for Solid Imperial Blue or Sunset Red over Silver.

2012 Victory Cross Roads Classic LE

The Cross Roads is the minimalist bagger of the two Cross models, wearing a simpler windscreen in place of the Country’s fork-mounted fairing. However, the Cross Roads isn’t left in the new Cross Country Tour’s shadow in 2012, as Victory has added the new Cross Roads Classic LE to its stable of motorcycles.

Victory says each LE is numbered, truly making it a limited edition, but no word yet on how many Cross Roads Classic LE bikes the company will produce. This new Victory has an MSRP of $17,999. Judging by the below list of items on the LE, it seems Victory is targeting the Road King Classic from Harley-Davidson.

Here’s what Victory says will come on the LE (ABS is also available):

• Classic paint and graphics featuring expanses of black and white with black and red pinstriping
• Classic leather seat and saddlebags with custom stitching
• Wire wheels
• Fender bumpers
• Saddlebag rails for styling and tip-over protection

2012 Victory Lineup

With the addition to the Cross Country Tour and Cross Roads Classic LE the following models make up Victory’s 2012 lineup.

Touring: Vision, Cross Roads, Cross Roads Classic LE, Cross Country, Cross Country Tour, Arlen Ness Victory Vision, Cory Ness Cross Country

Cruisers: Hammer S, Hammer 8-Ball, High-Ball, Vegas 8-Ball, Vegas, Jackpot, Kingpin, Zach Ness Vegas.

Related Reading 2011 Victory Lineup Review 2011 Bagger Cruiser Shootout 2011 Victory Cross Roads Review 2010 Victory Lineup 2010 Victory Cross Country vs. Harley-Davidson Road Glide 2010 Victory Cross Country Review All Things Victory on Motorcycle.com

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Vic XCT Trunk Rack Install

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When you drill thru the top lid from the dimples on the inside do you drill straight or at an angle? I see the legs are at an angle but not sure if that matters. Also should the top lid be removed before I drill. Thanks much for any advice.  

Try to drill as perpendicular to the lid as possible. I used a small drill for the pilot hole, then worked my way up to the final size. I've done 2, easy.  

I added a rack from CycleOps, i.e., not one from Victory, but it uses the same dimples. Regardless, I left the lid in place, just holding it open most of the way with one hand while drilling with the other. Like ridinman, I used several sizes of bits, and I agree that perpendicular is the way to go, unless looking at the angle of the rack's support legs gives you some reason to think otherwise.  

One other thing: I don't know what washers you get with other racks, but instead of using the supplied ones, I bought some 1 1/4" fender washers and also correspondingly wide rubber washers at Lowes, to spread the load out some more. (I left the outside "as is," and with the supplied legs and rubber washers.)  

Attachments

Yes I was planning on bigger fender washers on the inside, someone posted about some decorative washers they mounted under the rack but I can't find it. Plus when drill I drill dead center of the dimples in that direction or make sure my 1/8" bit is square in the dimple don't angle it.  

Yep, I guess the best way -- IMHO -- is to pretend that the drill bit is the bolt, i.e., follow the angle that the bolt will wind up taking, as best you can determine from looking at the legs. That's my opinion.  

Is that the Harley-Davidson premium luggage rack? If so, then that's the one I want to install also. Very reasonable price and looks great. Sent from Motorcycle.com Free App  

It is the sidecar rack. I almost installed one, wife didn't like it.:crzy:  

Did you bend the legs inward before mounting?  

That rack looks amazing on the bike. I think I found the perfect one. And it's less than $90 from Surdyke HD. Did you just set it on the top, center it and then mark the holes for drilling? Sent from Motorcycle.com Free App  

Yes, it is the Premium HD rack. I did have to carefully bend the legs and also use some small rack risers on the legs for it to fit just right. Once you get the angles all worked out, it's just a matter of centering it up and with the help of some painters tape and bungee cords, mark and drill the holes. I love the rack as it carries a real load. Sent from Motorcycle.com Free App  

Cool Which rack risers did you use and where did you get them from? Looks awesome!  

There are the risers I used. They come with matching large rubber/metal washers for the inside of the trunk as well to really help spread the load. http://www.cruisercustomizing.com/a...ome-set-of-4-12-inch-round-legs/part/AMA-2017  

New Kuryakyn Rack Hey Brogg, FYI, Kuryakyn now has a "multi-fit" rack, its capable of fitting several different tourpacks. similar design as the HD premium, but you don't have to bend the legs. The way it's built, the legs conform to the what ever top it's being put on. Sorry I don't have a pic, but it works, cost is 179.00. However, Net's set up does look better, but I am extremely satisfied with this one. Like I said, just an FYI  

Thanks for the heads up, will have to check it out. Sent from Motorcycle.com Free App  

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2015 Victory Cross Country Tour Review | Deception Rules All

Victroy Cross Country Tour Review

The Victory Cross Country Tour is the Gordon Gekko of the motorcycle world. Like Gekko’s deception on Wall Street, so it goes on Main Street with the revamped 2015 Cross Country Tour.

One look at Victory’s sharp-lined machine that some refer to as spaceship-like, and the typical rider thinks two words – heavy and slow.

But Victory pulled its massive resources from parent-company Polaris Industries, and designed a tourer that not only offers agility, but speed in ways not many other motorcycles at over 900 lbs (wet, sans rider) can deliver.

After four weeks of intensive testing ( thank you Kyle Clack! ) that included over 2000 miles of commuting, weekend touring, and spirited riding while keeping up with sportbikes, I can attest the Cross Country Tour is beyond capable with the correct hands at the controls.

It all begins with the engine; since the 106 Freedom 50-degree V-Twin became standard on all 2011 Victory motorcycles, I was impressed. One read of my 2012 Victory High Ball review attests this.

Through the years, this “other” American V-twin only improved, garnering revised fueling and power. The 2015 Cross Country Tour arrives with the latest 106/6 Freedom, which produces 110 ft/lbs of asphalt-commanding torque with the stock exhaust.

The stock setup doesn’t produce much sound until around 3000 rpm, but this was somewhat of a blessing for touring – a time when loud gets annoying. And even at 3000 rpm, the sound is perfect –  ideal considering this is the sweet spot of rpm for highway cruising around 75-80 mph.

Regardless of weight, the Cross Country Tour’s engine cranks out enough oomph for easy passing in sixth gear while strapped with a passenger, or, if the maniacal attitude surfaces, scrapping the optimally positioned chrome protective bars beneath the saddlebags.

When the latter persona surfaces, some negatives surface, such as no initial bit from the front brake when loading the 43mm upside-down cartridge forks (think sportbike!) for optimal tire contact, or those saddlebag-protective bars grounding out. But seriously, how many will truly ride the Cross Country Tour to its utmost sporting ability?

Let’s save those thoughts for later and get to the exact customer Victory pursues with its Cross Country Tour – the tourer.

Most of my test notes were completed after I set out with my father for our first father/son trip on my 35 th birthday in late September. The route took us through Pennsylvania, New Jersey, Maryland, West Virginia and Virginia as we trekked from Northeastern Pennsylvania to Skyline Drive.

Before the true riding began, my father – riding a stroked Harley-Davidson Heritage Softail –  and I had to crank through some of Northeast Pennsylvania’s gorgeous highways to make it to the dealership – Rollin’ Fast in New Jersey – for the Cross Country Tour’s 500-mile service.

I had picked the bike up two days earlier with just over 100 on it, and forgot the service was needed before touring southbound. But throughout the test – before and after breaking it in – I never had one hiccup from the engine or slick-shifting transmission – though we’d welcome the optional heel shifter as stock equipment.

The trip to Rollin’ Fast gave me my first taste of longer miles on the highway. The Victory provides absolute comfort expected of such a large bike, mostly from the cushy seat and wind protection from the huge windscreen and fairings.

The Cross Country Tour’s seat is only 26.25-inches from the ground – the lowest height in its class. Seat height on machines pushing 1000+ pounds (with rider) has always presented issues for shorter riders. But no worries here; even the shortest of riders will be able to anchor both feet down comfortably.

I frown at windscreens one must look through, but when that morning chill or highway air is blocked, browsing through is not a problem. An adjustable screen would have been welcome for the back roads or hotter weather. The other option would be to purchase a smaller screen similar to the one on the standard Cross Country.

Besides the huge windscreen that was just a bit lower than the top of my helmet, the upper fork-mounted fairing’s wide design helps the comfort level, flowing air smoothly around the rider even at triple-digit speeds.

The Cross Country Tour utilizes the Victory Comfort Control System (VCCS), which features adjustable upper and lower air controls to manage airflow. Simply put, keep them open when it’s hot and closed when it’s cold or raining.

When the lower air controls positioned ahead of the spacious adjustable floorboards are closed, they prevent any airflow from hitting the lower legs – perfect for riding in the cold and the annoying constant air to the legs on the highway. But if it gets warm, simply reach down to the easily accessible lever, and open the vents.

The VCCS’ upper air controls are two clear-plastic wind deflectors positioned under the main fairing. These can be positioned to offer full air flow or – when closed – prevent air from hitting the shoulders and chest. These mid-fairing wind deflectors are extremely useful when it’s raining, helping to deflect the wet stuff. When closed on the highway, these also provided further comfort at highway speeds due to blocked air.

Like the lower fairings, these upper air controls look and feel cheap, but as with many things on this monstrous tourer, function reigns over form.

The lower fairings each have a tiny compartment for quickly stashing away things like your phone and wallet. But be warned – the left compartment opened on me when I encountered a huge bump, and I lost about 20 gas receipts.

The left compartment also features a plug for an iPod/iPhone/MP3. Unfortunately, it’s for pre-iPhone 5 models. I did find a few of my older iPods, and was able to utilize the plug.

The iPod/iPhone/MP3 attachment compliments the standard AM/FM/Weather radio that utilizes four KICKER Premium speakers – two in the front fairing and two besides the passenger back rest on the trunk. I never had an issue with the sound, which was audible at highway speeds up to around 80. After that, things began to break up. The volume also adjusts to the speed, and the Cross Country Tour has a huge antenna out back that helped provide clarity when listening to channels.

The cruise control worked flawlessly, and is set up like a car – set your speed, and then accelerate/decelerate with the slight push of a buttons. Over 2014, I completed nearly 15,000 of just touring , and the Victory Cross Country Tour was the only bike I tested with cruise control. I don’t know how I lived without it, especially on those days where I was riding over 600 miles.

Heated grips are nothing new for me – all my personal ones except the race bikes have them – and the Cross Country Tour’s performed flawlessly. They simply have two settings, and the low was sufficient even for temps in the lower 40s.

But the jewel of staying warm came from the heated seat (both rider and pillion). Like the gloves, the seat also has a low and high setting, and provided much warmth for my bottom. But be warned – reaching the toggle switch to turn them on is a PITA, especially while donning winter riding gloves.

Commuting – especially in my Northeast Pennsylvania environment – is no chore on a large motorcycle. But the Victory’s design allows for much agility around town, regardless of the long 65.7” wheelbase.

The bike looks long – and feels extra long for the pilot –  but rides like it has a shorter wheelbase. This is very noticeable at parking-lot speeds when doing things like gassing up every 180 miles (pushed it over 200 once, but only had about a half gallong remaining out of the 5.8-gallon capacity).

Speaking of this, the gas tank’s opening initially gave me trouble, and I spilled gas a few times. You quickly learn to trickle in the fuel so you don’t make a mess. Later, I spoke with officials at Victory and was told to simply insert the pump nozzle all the way down the right side of the opening, allowing full flow until the pump shuts off.

Though the Cross Country Tour is agile at slow speeds and provides solid comfort on the highways, where it really shows its true deceptive character is in the twisties.

The Cross Roads Tour’s non-adjustable 43mm front fork offers much feedback, providing an optimal mix of rebound and damping for the back roads. Even when aggressively loading the front end I never bottomed out.

Part of the Tour’s sportier attitude is due to the 5.1-inch front-wheel travel, which is short for a tourer. Though short, comfort is not sacrificed, the Victory churning out smooth mile after mile on the highways.

Rear suspension duties are handled by a hidden monoshock with air adjust – a feature found on many of the Cross Country Tour’s largest competitors. To make things easier on the rider, Victory includes a chart in the right saddlebag near the air-adjust valve. Using an air pump (don’t ever use compressed air due to blowing out), I adjusted the rear suspension for my setups, whether solo, solo with loaded bags, or two up.

The rear suspension has 4.7 inches of travel, which was optimal across all riding situations when the rear shock was properly filled with air. I made a mistake of riding two-up with loaded bags and the air adjust set on solo, and my passenger wasn’t too happy.

The Cross Country Tour’s suspension is further complimented by Dunlop Elite 3 rubber – 130/70R18 up front and a 180/60R16 out back. These tires provided excellent traction and feedback in a variety of riding situations, including one stint in about four hours of heavy rain.

Be warned when enjoying sportier situations – the floorboards will scrape. The first few times the floorboards began sparking, it was scary, considering my foot slipped off and upset the suspension. This was mostly because I was using the floorboards like mid controls, keeping the ball of my foot down for a feel of balance. This kept my heel dangling a bit, hence why it would contact the ground and cause the suspension to become upset.

And when really pushing it, I touched down the rear saddlebag crash bars. This is tough to do, though, unless you don’t have the correct air in the rear Fox shock.

Stopping the behemoth Victory Cross Country Tour may seem like a chore, but the Spirit Lake, Iowa, company wisely choose a dual-disc brake setup up front and ABS.

The setup – two 300mm discs are squeezed by four-piston calipers up front, and a single 300mm disc by a two-piston caliper out back – is further paired with ABS.

The front brake lacks feel and initial bite when loading the front tire for optimal traction, but under emergency situations a handful can quickly slow the bike down. The addition of aftermarket steel brake lines over the stock ones (rubber over steel braided) may be the simple solution for lack of brake feel.

While touring, cargo space was never an issue. The rear saddlebags hold a combined 21.3 gallons of cargo space. Add the foolproof top trunk and front compartments, and the Cross Country Tour yields 41.1 gallons of space. During my touring trip, I had enough room to pack an extra lid for some open-face freedom on Skyline Drive. Tour with the Arai RX-Q and roam Skyline with the HJC CL-JET – a perfect situation, and the spacious cargo room allowed for this.

Besides ample cargo space, the touring amenities are highlighted by the simple things, such as three 12V chargers – one each in dash, left fairing compartment, rear trunk – mirrors that give a wide view, and a classical-styled dash layout featuring white gauges (fuel, speedometer, rpm, voltage) and a digital box that includes time, gear indicator, degrees, two trip meters and odometer.

The larger heated seat also provided much comfort, and allowed for some moving room to readjust the posture on highway rides of over 400 miles. This seat comfort carries over to the passenger, who also enjoys arm a padded backrest and small arm rests, along with spacious floorboards that are height-adjustable by two inches.

With a starting price of $21,999, it – and the equally priced Magnum – is the second highest-priced motorcycle in the 2015 Victory lineup (Ness Magnum is $22,999). This comes under the base prices of comparable Harley-Davidson models, including the 2015 Ultra Limited ($26,099) and Electra Glide Ultra Classic ($23,249).

The 2015 Victory Cross Country Tour is without a doubt a bargain, but with the lower price arrives some things that may annoy people, such as sloppy clutch and electrical wiring – especially near the rear cylinder – and the cheaper look of the lower fairings.

But if you can get over this – and are a fan of the Cross Country Tour’s controversial “spaceship” styling – this is definitely a bike to check out.

Remember, under all that clothing is one of the best handling and most powerful mile-eating tourers available today. In the world of the Victory Cross Country Tour, deception trumps all, and function reigns over form.

Riding Style:

• Helmet: HJC CL-JET
• Jacket: Victory Magnum Jacket
• Gloves: Speed and Strength Rage with the Machine
• Jean: Drayko Drift
• Boots: Icon Super Duty 4

Photography by Jason Healey

Victory Cross Country Tour Review – Photo Gallery

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“Remember, under all that clothing is one of the best handling and most powerful mile-eating tourers available today. In the world of the Victory Cross Country Tour, deception trumps all, and function reigns over form.” in other words the most Hideous MC ever created is really a sleeping beauty under all that Ugly Step Sister shell. Said it before and say it again, Polaris makes the worst, most mundane vehicles ever produced. Too bad really it would be nice for someone to make Harley Davidson worry enough to change things a bit but with monstrosities like this and the 8 Ball and their feeble attempt at HD Branding with the “Freedom V-Twin” and other nonsense this co will always be a farce. Not even going to touch the Circus of Stupidity that is the “New” Indian line up. (Except the Scout, rip off all the ridiculous fenders etc.. and you might have something legit from this Co finally)

As we stated, the styling is controversial – some of our reader’s absolutely love it, others – like you – don’t. Regardless, Victory is a huge competitor to Harley, and we enjoy the battling of the brands. And as for this “New” Indian lineup, well except for the names, it is entirely brand new. And we love it!

I bought a new 2011 Victory Vision Touring — primarily because my wife loved the pillion and amenities. I call it the Enterprise. It handles great, carries a nice load, and when I’m on it, I have no complaints about it. My son rides a Harley and thinks it’s the best thing ever. I’ve never been interested in them at all. I am an old dirt biker who loves Yamahas. Sorry people like me don’t pass the purity test.

Hahaha! “The Enterprise” – I heard that one many times in regards to the Vision. Who cares about the “purity” test; you’re riding and that’s all that matters!

I have had the pleasure of riding three Victory XC’s sense they arrived on the market. All of which have proven their worth. I’ve been riding for over 45 years and have ridden almost every bike, including the after 1968 Honda-Davidson. In the last five months, I’ve logged over 16,000 miles. These miles have been two up, fully loaded. No problems experienced! Same can be said for the previous two, which logged over 90,0000 miles. The only suggestions I have are to back light the handlebar controls, relocate the electrical plug in from inside the trunk to the a position the passenger can use to plug in warming gear or recharge phone, and redesign the trunk outside locks so that they are interlock, not the current smooth surfaces that can slip. Also would like to see Victory gear and asscessories made only in the USA. Let’s put Americans to work! Best bike to date on the road

Thanks for reading, Top! That’s some serious mileage, and definitely backs up everything the Cross Country is about. Hopefully Victory will heed your advice – especially on the rear plug location :)

Your a single minded A***** who can’t think out of a box! HD has been losing customers for a while now and their Stock is dropping rapidly. Do you buy every car and truck that looks like it was made in the thirties? Along with their dated engineering. Wakeup and realize there’s more than vanilla!

Most Harley parts are not made in the USA, I’m sure their clothing isn’t either. Check your labels and where your parts are made. Victory and Indian are American, check their parts if you don’t believe me. HD needs to step into the 21st century and make something Americans can be proud of. Not something designed to blow up and need lots of maintenance. Keep drinking your HD Kool aid boys, they love suckers at HD. Cause if their name is on it, you have to buy it! Your a TOOL!

Let me guess… Youre a Harley owner, eh?

Sorry chum… Not everyone wants antique looking (and performing) motorcycles.

Dont beleive me? Polaris is steadily taking market shares from HD. Harley is closing plants and laying people off. They themselves site domestic competition.

It appears that people like you that have long been drinking HD Kool Aid are having a hard time seeing that.

regarding my 2015 cct in havasu red. while i may do a video review at some point. this should have to suffice till then. i’ve had my first service done on my cct that i picked up Christmas eve 2015, i haven’t done much to it aside from the heel shifter that i thought was absurd to of not been a standard feature, and highway bar mounted forward facing running lights, that and a shorter antenna because my cover was punctured by the standard equipment, and the medium apes i had installed before i picked it up all make it more mine and less bone stock.

First impressions were comfy. it was cold so the heated seat and grips made the winter take home a pleasure. the apes took some getting used as i’ve never owned apes before but i was told by friends that is would make for a much more comfy ride for my back now i dont even know how i managed without them now. the bike now in july 2016 2000K plus miles is responsive punchy and 150 miles in the saddle of backroads in one day left me feeling pretty good i must say. i have not had a moments regret for this purchase and i look forward to riding as often as i can. i have used used it for my commute to work on a few occasions, when weather and traffic patterns permit. it seems to do better than keep up with traffic if i must say. i had a friend FB message me asking “hey was that you yesterday passing me on the freeway? dude you were flying!!!!!” my response “bro shut up!!!! my wife might read this, yeah it was me.” it is a blast on straights and a dream in the curves plenty of high end power 6 speeds and lots of ground clearance i am trying to scrape but i haven’t been able to do it yet.

i liken her (Cinnamon) to be as an opra singer, ballet dancer, power lifting, gogo dancer. if you can even imagine such a combination. my third new bike following such models and brands as yamaha royalstar tour deluxe (Bridgette), honda 1300 vtxr (Pauline), and my first love my suzi marauder 800 (sue), it brings all the fun to the table and makes sure you dont choke on the weight. huge bags!!!! the biggest in the business im told, eye snatching style and a paint job that cannot be properly photographed to be honestly appreciated.

my wife who rides herself also but has been on the back seat and cheers “i ride myself but i can do two up on this thing the trunk hugs your lower back well and the seat while appearing thin is very comfy, the heat is too hot tho” LOL! go figure.

i may buy an additional bike to carve a little more aggressively, but i dont honestly ever see trading this bad girl in for better because i just cannot imagine it can be any better than this, wind management is awesome the fairing and shield cover you well for music and conversation, but the ventilation allows you to cool yourself with easy adjustments of the louvers, an absolute god send for sitting in 90 degree traffic because that 1700+cc 106ci beast throws some hell fire at your legs, but thats par for the course for anything 1300 and above in a cruiser but the oil cooled 6 speed did not overheat and runs like a top in the stop and go traffic of the jersey rush hour ride home.

i generally keep an ipod attached all the time and the sound clarity is choice. where i live fm stations suck even in a car it’s no better on the bike but thats no fault of the bike. if i could change anything it would be shock adjustments the air shock needs the side panel removed and has no pressure gage but thats a $70 accessory which includes the pump, not really needed if you are always riding solo. led headlights would also be nice by default but thats not too expensive an option and removing the bezel to get at the head light is cake i just haven’t gotten around to getting the blue high output bulbs, i’m 6’3″ mostly legs and have not felt the need for forward controls or highway pegs but i think it might be nice at some point for long distance comfort.

as a package it appears to be a well designed laid out and delivered package, there is a speed shop upstate that has a dyno and does a cam job that does not void the warrantee and gives you 20% more punch. i personally dont see me ever really needing it but i want it all the same. and there is a $20 throttle mod that takes 30% rotation off your throw to full throttle so you can tap on those ponies with less effort. thats also an eventual easy DIY but not required at this time.

if your considering the cct as your bike of choice please dont. i love mine and i like to be unique if everyone bought one i’d just be another in the crowd and to hell with that!!!!! just kidding get one, get it up to 6th gear on a highway which by the way you will never reasonably hit on back roads and you will feel this is where the bike loves to be. and you will then know why i adore this bike so much.

rubber side down, Gururockness

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This week, Editors Don Williams and Nic de Sena discuss the new Moto Guzzi Stelvio . It has been around eight years since Moto Guzzi updated the Stelvio, and so expectations were quite high when Nic went to the launch in Spain. Don chats with Nic about his experiences with the new Stelvio, and whether this new version is now a credible ADV bike.  

Motos and Friends is brought to you by Arai helmets. Yes, there is such a thing as “The Arai Difference” and it reflects the company’s incredible attention to detail. For instance, if your experience has been that helmets are hard to get on, then try the Arai Contour-X, designed with a wider bottom opening for easier on/off; it is the helmet you’ve been waiting for. Once on, you will be amazed at the extreme comfort of the Contour-X, a key benefit for long-distance touring.

Another example of “The Arai Difference”: Side Air Channels. The Corsair-X utilizes internal ducting, which effectively increases the extraction of hot, moist air from the eye-port area, to both help reduce shield fogging and increase your comfort. Get to your local Arai dealer and try the Contour-X and the Corsair-X, you won’t be disappointed! If you want to learn more, visit AraiAmericas.com .

In the second segment this week, Associate Editor Teejay Adams chats with Ray Hammons. Despite his mature age, a couple years ago Ray realized a long time dream—to learn to ride a motorcycle. To say that he jumped in with both feet is somewhat of an understatement. Ray was fortunate enough to attend the YCRS Champ Street School when he first got his license, and interestingly, he credits the school with saving his life almost immediately. The topic of whether you should cover the brake when riding is actually quite controversial, and if you do it during an MSF course, you will fail. This is patently wrong, and Ray is clearly hoping the right people wake up, and this change is made to rider training across the country.  

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Victory Cross Country OEM Trunk

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Factory Part # 287-8113-520 Dark Cherry Red Rare Not Available Anymore. Victory Cross Country OEM Trunk / Tour Pack Dark Red, Comes With OEM Removable Luggage Carry Bag. Like New Condition. QUESTIONS 313-920-1152 $1650 Plus Freight  

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Wow. 1650???? Lol  

I think it's call supply and demand...  

I'm sorry, I got distracted looking for the delusional button.  

http://www.thevog.net/threads/xc-trunk-for-sale.131193/  

SOLD No Longer Available  

Fact is these trunks are going to just go up in value and price since they don't make them anymore. Of course that assumes excellent condition.  

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