victory cross country tour motorcycle

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.

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VICTORY CROSS COUNTRY (2010 - on) Review

At a glance

Overall rating.

Victory is no stranger to the custom-tour theme. The Cross Country is based on the Vision, an outrageously-styled grand tourer that spins heads everywhere. The Cross Country is in the same vein – modern sharp and curved lines mixed with traditional touches of half fairing and screen, tall bars, luxurious seating, stereo, solid panniers and so on. Traditional also meets modern with Japanese –spec switch gear, aircraft-filler fuel cap and suspension. As for the engine, gorgeous, thudding greatness you’d expect from an air-cooled V-twin. A definite alternative American machine to the great American alternative from Milwaukee.

Ride quality & brakes

Weight and high-ish bars conspire against shorter riders. It makes slow 360° turns in car parks frustrating when arms struggle to achieve full-lock. But when you’re away the bike is surprisingly agile and oh so stable. Rear suspension is set to firm but not uncomfortably so. It allows you to feel what’s going on underneath you. The front end is softer so doesn’t give the same level of feel as the rear, but it copes well with the engine weight and under braking. Ride quality is plush and comfortable, but six-footers will need the taller screen that is available.

Air-cooled engine rumbles are a plenty at standstill to give this engine character and the rider a smile. The smooth delivery of torque makes pulling away on a 345kg (dry weight) bike a lot easier than you’d think. Throttle response is weighted perfectly so you can dial in exactly what your brain demands – slow traffic isn’t such a bad place when you can simply trickle along without worry. But it’s the open road where the engine excels; where every gear is precisely engaged and neatly spaced for the twists and turns or flowing A-roads. 

Reliability & build quality

Polaris Industries, the company behind Victory, make big noises about quality – mostly about how its American-made bikes should be world leaders in this area. So far the majority of its customers (and MCN) have nothing bad to say about the brand; the price of the accessory topbox being the exception…

Value vs rivals

A bike of this calibre – big, stylish air-cooled touring V-twin – at a price just above Japanese competition, and slightly more affordable than a Harley should not be dismissed. Victory is making big waves in the custom and custom cruiser market through value and quality, and this is translated in sales and happy owners. Find a Victory Cross Country for sale .

Love the solid, locking panniers and (as shown) the cavernous topbox, except the topbox – complete with high mounted lights, rear speakers and 12V socket – is a £1869 accessory. Gulp! And this is the reason why it’s not four-star rated in this section. Nicely made, though. The stereo is also cool and comes with the usual bar-mounted volume/tune access switches. Cruise control is perfect on average speed camera roads. And while the spoiler-like crash bars grate on first sight, like the rest of the bike’s styling you soon fall for the uniqueness. Compare and buy parts for the Victory in the MCN Shop .

Model history & versions

Model history.

2010: UK introduction of Victory Cross Country

Other versions

Victory Cross Roads – an un-faired version of the Cross Country Victory Vision Tour – a fully dressed modern super-tourer running the same 1731cc engine.

Owners' reviews for the VICTORY CROSS (2010 - on)

3 owners have reviewed their VICTORY CROSS (2010 - on) and rated it in a number of areas. Read what they have to say and what they like and dislike about the bike below.

Review your VICTORY CROSS (2010 - on)

Version: 1731 crossroads bagger

Annual servicing cost: £450

Paint work and chrome Poor ,Dealers far and wide,Parts hard to source in the Uk and extremely expensive ! Brilliant looking bike handles well, but would not recommend to a friend

Brakes excellent,( Abs ? } average one and half hours before needing break

Can't fault engine performance !

A generally good but chrome work very poor , Abs stopped working, tried everything from new sensors at £150 a go, to replacing brake fluid Dealers said nothing wrong when put on computer ??gave up and sold bike !

mpg high averaging 35 cruising

It's looks . Would avoid any accessories as extremely expensive!

Buying experience: Poor ,soon as sold bike no interest from dealer even put wrong reg on number plate. Recall for rear brake rout done had to involve Polaris also had recall on sissy bar and rack!

Version: 2014 1731 cc Crossroads

Extremely fun to ride, handle like a dream, One down fall the paint work is poor ,parts hard to get hold of and extremely expensive , Turning difficult unless on a very wide road! otherwise wold definitely recommend to a friend !

Excellent ride quality,can ride for 2 hours before needing a break. brilliant handling and controls well at walking pace in slow traffic .

Great performance

6 year old and already needing both fenders needing full paint job! Abs sensors need replacing

Running costs reasonable

Overall as a bagger the bags flow well with the look of the bike , only downside you can not ride the bike with the bags removed . Avoid rack as very poor quality chrome !

Buying experience: Purchased from dealer New , paid £11500. Poor dealership service

@2014 it is no doubt a much better bike in all ways compared to the other U.S. brand.

seat is so comfortable that both pillion has no complain after 15 days Singapore - Golden Triangle.

loads of torque.

the material used on this bike is superior as compared to other baggers in the market.

for 4 years & 25,000 km on the clock, I need nothing more then normal oil & filter change. Highway riding, 80~110 km/h I can get over 400 km before the reserve lights up, giving me ^ 22.5 km/ l.

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2017 Victory Cross Country - Performance, Price, and Photos

The Victory Cross Country and Cross Country Tour celebrate performance touring at its finest

Victory made a name for itself as the “American Performance” company with its progressive styling and large, powerful V-twin engines before Polaris folded the brand after the 2017 model year. The Cross Country and Cross Country Tour combines touring comfort and lively performance.

2017 Victory Cross Country Performance and Capability

Victory used its Freedom 106/ 6 V-twin made by Polaris to power the Cross Country and Cross County Tour. There's no doubt that the massive lump with its black cases and covers highlighted with polished cooling-fin edges was the star of the show.

The 101 mm bore and 108 mm stroke gives us a marginally undersquare format and a 1,737 cc (106 cubic-inch) total displacement. The Victory Cross Country produces 97 horsepower and 106 pound-feet of torque making it one of the most powerful production V-twins available in its day. Performance numbers like these push it into the power cruiser/tourer category.

Dual, 45 mm throttle bodies sport electronic fuel injection to meet emissions and maximize power, but the engine gets nothing else in the way of gadgetry. A gear-type primary drive feeds power through the multi-plate wet clutch, and the six-speed overdrive transmission sends power to the rear wheel via a carbon belt drive. Victory Cross Country top speed clocks in at 120 mph.

For me, the icing on the cake was that the Freedom is an air-cooled engine . Although it sports a bit of a chin fairing that obscures the frame, the front end is still cleaner than it would be with a radiator.

The 2017 Cross Country and Cross Country Tour took a stab at grabbing the attention of U.S. buyers with the baggage capacity and wind protection we expected and looks similar to what we're accustomed to. Let's face it, baggers and tour bikes look different here than anywhere else, 'cause the “lower 48” is big with long, straight roads that span for miles and miles, unlike some European countries and island nations where you have to do laps to get a long-distance ride in.

The CC Tour was one of two fully dressed models available from Victory. It certainly carried a more conventional look than its counterpart, the Vision .

A full fairing with wings extends the protection to your hands and mounts a full windshield. Lower leg guard fairings on the crash bars complete the windbreak.

The upper lines follow the graceful curve of the tank down to a deep-scoop seat that cradles the butt. Hard bags complete with chrome guards flesh out the rear end under the pillion pad, and a padded backrest on the touring trunk finishes off the look.

The CC non -Tour is the stereotypical boulevard bruiser with a chopped-down screen and slick rear end. Full footboards support both rider and passenger on the Tour , but the stripped CC runs a set of fold-up pegs for the passenger.

As far as finish goes, the Tour carries the requisite amount of chrome you expect on such a ride, but the blackout treatment on the CC gives it a custom look with a definite dark side. It's a shame the lackluster paint color choices kinda dampen the look. Hey, that's my opinion and I'm entitled to it.

The Cross Country and Cross Country Tour are relatively heavy bikes with wet weights of 768 pounds and 844 pounds respectively, and the chassis comes set up to handle it. An all-steel, double-downtube double-cradle frame sports a rectangular backbone for strength and torsional rigidity.

In addition to being heavy enough to provide a stable and comfortable ride, the steering head comes set for 29 degrees of rake and 5.6 inches of trail for solid straight-line tracking. Naturally, this makes the CC siblings less than eager in the corners, but it makes up for it with low-fatigue riding on the interstate.

Seat height on both models measures only 26.3 inches tall, which is about the lowest one can reasonably expect on a production bike of this size. Even vertically challenged riders are plenty close to the ground for strong footwork.

Suspension is solid, if relatively simple. Inverted front forks provide 5.1 inches of travel and come with guards that protect the swept area of the fork tubes, but lack any sort of adjustability at all.

The monoshock that supports the rear on 4.7 inches of travel is a little better since it's an air shock that allows for a broad range of ride adjustment. It's not quite the same thing as a fully adjustable shock, but it's better than nothing.

Dunlop “Elite 3” hoops cap the 16-inch rear and 18-inch front cast-alloy rims. The components in the brake system reflect the great mass they have to control with 300 mm discs and four-pot calipers, two in front and one behind. ABS protection allows you to use those powerful brakes with confidence, but it isn't switchable, so you are stuck with them whether you like it or not.

2017 Victory Cross Country Price and Availability

The Cross Country costs $19,499 for Gloss Black and $19,999 for a color choice. The Cross Country Tour is understandably more. MSRP for the “Tour” starts at $21,999 with colors going for $22,499, and the two-tone colorway is $500 more.

If you're looking for a Victory Cross Country for sale, there's a chance of finding new-old stock squirreled away somewhere. Good luck.

Victory served as the progressive motorcycle manufacturing arm for Polaris Industries, and its products were clearly built with an eye on Harley's market share. Considering the looks of the CC, I decided it would be entirely appropriate to line it up against the bike it's so clearly targeting; the Street Glide from Harley-Davidson.

Harley-Davidson Street Glide

Once you get past the swoopy curves and angular front fairing of the CC you realize that these two rides are very similar. Like brothers from another mother, they both fit well within the boulevard-bruiser mold with a chopped-down windshield on a full front fairing and hard bags on an otherwise clean rear end that leaves the touring trunk on the shelf.

I've never been a fan of the Ness influence associated with Victory's products, but I realize that some folks are, and that is the only thing to choose between the two visually. Well, unless you count the available colors, but Harley is the King of Paint and leaves Victory lacking.

Suspension and brakes are more or less a wash, but while Victory's ABS is part of the standard equipment package, Harley's is optional so at least you have a choice in the matter. Both rides get vanilla forks up front and air shocks in back, so neither gains an advantage there.

The Freedom 106 has a few inches on the Twin Cam 103, and a few pounds of grunt as well. At 106 pound-feet, it out pulls the Harley with its 104.7 pounds of grunt, but just barely. Again, not a lot to choose between the two.

If anything, Victory gets its biggest win at the checkout with its $19,499 sticker, a bit cheaper than the Vivid Black Street Glide which was $20,899 in 2017. It's not a lot of difference, and probably not enough to drag anyone across the fence.

My husband and fellow motorcycle writer, TJ Hinton , says, “I don't know if I'm getting used to it or what, but the swoop doesn't seem to bother me as much on the Cross Country. Maybe it's the bags and fairing that give me something else to look at, I don't know. The CC makes a pretty cool-looking boulevard bruiser and will make a heck of a blank canvas for custom bike builders. “

“I'm not as converted as my husband. I never have been a fan of the Victory look. I don't like the swoopiness -- that Nessy look -- that some folks love. And that's okay. It would be such a boring world if we all liked the same thing, yeah? The upside is if I'm on it, I don't have to look at it, and I really like that Freedom 106 engine.”

“Both Indian and Victory fell under the Polaris umbrella, but they weren't the same bikes. Indian's designs were carried forward from classic designs of Indian's past. After Polaris folded the Victory line, I'm sure some of the Victory designers moved over to Indian since newer Indian bikes adopted some of the swoopy lines reminiscent of the Victory line.”

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2016 Victory Cross Country

Back to 2016 Victory Motorcycle Model Review Page

Click photos to enlarge. Our big, clean bike pics make great desktop wallpaper.

2016 Victory Cross Country Review

2016 Victory Cross Country on www.Totalmotorcycle.com

From coast to coast…

Want to stack this bold bagger up against every other bike in its category? Do it. For all-out riders, few bikes feel as comfortable in the seat as this one. It’s a rider favorite among the Victory lineup, with riders customizing this bike to reflect their own attitude and style. Unique looks. Smoothly refined power. Hang on and enjoy the ride.

The Cross Country was built for escaping the average every day. Known for its balance of handling (thanks to its revolutionary cast aluminium frame), performance and carrying capacity, the versatile Cross-Country is as comfortable riding from green light to green light as it is chasing down the endless horizon. Featuring standard ABS, cruise control and a vast array of accessories, the Cross-Country unapologetically puts all other bagger in its rear-view mirrors.

In EMEA, the Cross Country will only be on sale in Havasu Red Pearl. ” 106 cubic inch Freedom® V-Twin (1731cc) ” 127Nm at 2,500rpm ” 6-speed overdrive transmission ” 22 litre tank ” Two-up seating ” 667mm seat height ” 18 x 3.5″ front wheel with a Dunlop D418F Elite 3 tyre ” 16 x 5.0″ rear wheel with a Dunlop D418 Elite 3 tyre ” 345kg dry weight ” ABS standard

2016 Victory Cross Country www.Totalmotorcycle.com Key Features

106 Cubic-Inch Freedom V-Twin

American Muscle never goes out of style, we just gave it a modern overhaul with our 106 cubic inch Freedom V-Twin that delivers 106 ft-lb of torque.

DUAL KICKER® PREMIUM SPEAKERS

Amplify your riding experience with KICKER® Premium speakers that deliver powerful, crystal-clear sound. AM/FM/Weather radio is standard, and an auxiliary cord to use your MP3/iPod® as your music source.

CRUISE CONTROL & ABS BRAKES

Take control in any condition. Automotive-quality cruise control lets you enjoy the open road, while the ABS brakes protect you when traction is compromised.

LOCKABLE HARD SADDLEBAGS

Carry only what’s important, and make sure it stays secure and dry in these 21.3 gallon, lockable, weatherproof sealed saddlebags.

2016 Victory Cross Country www.Totalmotorcycle.com Features and Benefits STYLISH FAIRING WITH INTEGRATED AUDIO The Victory Cross Country has a sleek, stylish fairing that offers impressive weather protection to enhance your ride. The fairing hosts the easy-to-read instrumentation and the integrated audio system with dual KICKER® Premium speakers. Accessory windshields are available in wide range of sizes, styles and colors.

DUAL KICKER® PREMIUM SPEAKERS The fairing features an integrated audio system with KICKER® Premium speakers that deliver powerful, crystal-clear sound to enhance every ride. AM/FM/Weather radio is standard, along with an auxiliary cord to use your MP3/iPod® as your music source.

CRUISE CONTROL AND ABS BRAKES Cruise control enhances your comfort, and Victory Anti-Lock Brakes give a rider greater confidence and peace of mind. Out on the open road, the automotive-quality cruise control lets you relax and enjoy the ride. With Victory ABS, when traction is compromised, the ABS immediately and automatically provides reliable braking to help you stop quickly and under control. (Not available on Cross Country 8-Ball or Suede Titanium Metallic models.)

LOCKABLE HARD SADDLEBAGS These saddlebags deliver exactly what you’re looking for. They provide 21.3 gallons of convenient, lockable storage space. The lids have a weatherproof seal to help block the elements and protect your cargo, and they open and close easily with one-handed operation.

FREEDOM 106/6 V-TWIN: 94 FT-LB OF TORQUE, 6-SPEED TRANSMISSION FREEDOM 106/6 V-TWIN: 94 FT-LB OF TORQUE, 6-SPEED TRANSMISSION Victory Cross Country riders rule the streets with attitude and performance. The 106-ci Victory® Freedom® V-Twin delivers 94 ft-lb of torque, and it’s a smooth, efficient engine – counter-balanced and fuel-injected. The 6th gear overdrive of the Victory 6-speed transmission drops the RPMs and delivers the smooth ride you’re looking for.

2-UP SEATING Ride solo or share the great Victory Cross experience. It has a roomy, stylish seat that’s so comfortable you can ride all day and leave the pack behind. Add Lock & Ride® accessory backrests for custom style and extra support.

26.3″ SEAT HEIGHT The 26.3” seat height is the lowest in its class. Riders with all inseam lengths will be able to plant both feet firmly on the ground. A lower seat height provides the rider with greater control of the bike and enhances a rider’s confidence at low speeds and when stopped.

LONG-RANGE 5.8-GALLON FUEL TANK The 5.8-gallon fuel tank gives you outstanding range to keep your Victory Cross Country on the streets, not at a gas pump. Rule the streets and enjoy long stretches on the open road between fill-ups.

ADD VICTORY ACCESSORIES TO MAKE IT ALL YOURS Add Victory Accessories and customize your Cross Country® to suit your individual style. All Victory accessories undergo the same rigorous testing as our motorcycles, so they install easily, fit properly, and deliver outstanding performance.

2016 Victory Cross Country – www.Totalmotorcycle.com USA Specifications/Technical Details US MSRP Price: $18,999 USD Specifications

ABS Not Equipped Dry Weight 845 lbs / 383 kg Displacement 106 ci / 1731 cc Oil Capacity 5.0 qts / 4.73 ltr

ENGINE & DRIVETRAIN

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

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

Brake System Type Not Linked (White & Titanium w/o ABS, Red W/ABS) Front Brakes Dual 300 x 5mm/Floating Rotor/4 Piston Calipers Rear Brakes Single 300 x 5mm/ Floating Rotor/ 2 Piston Caliper

Tires / Wheels

Front Tires Dunlop D418F Elite 3 Front Wheel 18 x 3.5″ Rear Tires Dunlop D418 Elite 3 Rear Wheel 16 x 5.0″

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

Colors (Base) Suede Pearl White, Suede Titanium Metallic, Havasu Red Pearl

2016 Victory Cross Country – www.Totalmotorcycle.com Canadian Specifications/Technical Details Canada MSRP Price: $22,699 CDN

Specifications

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

Color / Graphics Suede Titanium Metallic Colors (Base) Suede Pearl White, Suede Titanium Metallic, Havasu Red Pearl

2016 Victory Cross Country – www.Totalmotorcycle.com European Specifications/Technical Details Europe/UK MSRP Price: £See Dealer GBP (On The Road inc 20% Vat)

Dry Weight 760 Lbs / 345 Kg Displacement 106 ci / 1731 cc

Battery 12 volts / 18 amp hours Charging System 48 amps max output Clutch Wet, multi-plate Compression ratio 9.4 : 1 Cooling System Air / oil Exhaust Split dual exhaust with crossover Final Drive Carbon Fiber Reinforced Belt Fuel Capacity 22 ltr Fuel System Electronic Fuel Injection with dual 45mm throttle body 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 Bore x Stroke 101 x 108 mm Engine Type 4-stroke 50° V-Twin

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

Brake system type Conventional with ABS Standard Front braking system Dual 300mm floating rotor with 4-piston calipers Rear braking system 300mm floating rotor with 2-piston caliper

Front tire 130/70R18 Dunlop Elite 3 Front Wheel 18 x 3.5 in Rear tire 180/60R16 Dunlop Elite 3 Rear Wheel 16 x 5.0 in

Ground Clearance 5.8 in / 148 mm GVWR 1360 lbs / 617 kg Rake/trail 29.0° / 5.6 in / 142 mm Seat Heigh 26.3 in / 667 mm Wheelbase 65.7 in / 1670 mm Length 104.3 in / 2650 mm Lean Angle 31° Oil capacity 4.73 ltr

Colors Havasu Red Pearl

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

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2014 Victory Cross Country®

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