2006 Victory Kingpin Deluxe Road Test Rider Magazine Reviews

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2006 Victory Kingpin Road Test

Victory’s market-driven approach with assistance from the Ness team seems to be working in the Victory Kingpin Deluxe.

Credit: Kevin Wing

Tuttle Jr.

January 1, 2007

Victory launched its initial cruiser model in 1998, it was an moment. This was the first new brand of cruiser motorcycles in 60 with a solid, powerful and V-twin engine design. The had something of a sporting attitude, wanted its cruiser to handle, and the V92C suspension and steering to suit.

Judging from the of the media, the motorcycle worked and should have been a

Unfortunately, while we practical-minded liked the V92C, those a need for more form impressed with its styling, and care less about its ability. The devil was in the details-the was introduced just as a revolution was in cruiser styling, and it was too plain, too it turned out, to wow most of its customer base.

After a few on the theme netted little in sales, Victory-armed with a new CEO on a serious and hired well-known bike builders Arlen and Ness to consult on the design of 2003 model line. The result was the Victory Vegas, a combination of stretched and chopped wrapped around a refined version of the V92C engine. powerful out of the box than the American the Vegas was a hit, and with it as a Victory never looked

A Kingpin model with a wider front tire, cartridge fork and fat, valanced fenders was added along with a dressed Deluxe sibling for the touring-cruiser Next came the Vegas a less-expensive black starter and the Hammer, with a new, 100ci (1,634cc) V-twin firsts for a regular production cruiser-a six-speed transmission a 250-series rear tire. The year we started seeing Ness editions of the bikes extra billet, chrome and paint.

Kingpin Deluxe’s bags and large rear give it a unique appearance.

more market-driven approach styling assistance from the father-and-son team seems to be Mid-year 2005 sales up 51 percent over 2004, to Victory. The 2006 lineup is aggressive than ever, with a new Vegas Jackpot that combines the original’s front wheel and tire the wide 250-series rear.

The 100ci engine and six-speed been incorporated into of the lineup for 2006 as well, the Victory Kingpin Deluxe here. Victory says models account for about 20 of its sales.

At 1,634cc Victory’s air/oil-cooled, 50-degree mill right in the middle of the largest V-twin cruisers, with ranging from Harley’s Twin Cam 88 to the Kawasaki Vulcan Having single overhead with four valves per and a wet oil sump, the Freedom 100/6 is a engine, but performs better larger-displacement, OHV V-twins. Its electronic injection and belt final enhance performance and simplify and the “overdrive” six-speed transmission that you’re never for a higher gear that there.

Bolted solidly into the double-cradle frame, the 100/6 has a counterbalancer and helical-cut primary to reduce vibration and noise would otherwise reach the A rubber-mounted handlebar and vibration-reducing help here as well. Victory uses a stylishly cast-aluminum rear swingarm of something plainer in steel, a single shock performing duties.

Up front one of the Kingpin’s components is its 43mm male-slider fork, an enhancement over the conventional unit for better touring and highway performance. are lovely six-spoke spun aluminum mounted with tires.

Touring-cruiser motorcycles exact descriptions, but they all certain things. A windscreen for the Kingpin Deluxe there’s a bolt-on model that can be up or down over a 2.5-inch or removed entirely (with Wind-deflecting lowers provide a extra protection for your In back the passenger gets a backrest and folding floorboards, and the of locking, leather-covered hard bolt-on as well.

The Kingpin’s is high and relatively flat producing a wide, relaxed to the grips. It has wider, cushier and rider seats as well, the just 26.5 inches off the

Swing a leg over and settle the Kingpin’s seat, with firmly on the ground. It only a little of the handlebar-mounted fast-idle in the coldest weather to fire up and belt out a loping idle, a nice tone from the many big twins sound muted, the Kingpin creates a rumble with noticeable pulses, especially under

The Kingpin Deluxe tested is a quick one, too-it out a healthy 79 horsepower and 96.5 of torque peak at the rear A little soft just off after that it flat whether you wring it out or short-shift up the gears. Passing power is on tap even fully loaded and and the overdrive sixth gear is so that I often found cruising on the highway in fifth.

it into sixth and the whole settles into an easy cruise, even at speeds up to 80 or 85

The 2006 Victory Kingpin

Shifting the Kingpin with its foot shifter and meaty lever is a sure but not-unnoticeable creating a loud clunk as you it into first starting out and a certain deliberateness to each up or down. Clutch pull is but feel is otherwise fine, and strong, and vibration is minimal and annoying. The power pulses through cleanly even at engine speeds, giving the a rewarding solid, torquey

Victory Kingpin
Victory Kingpin

Life behind the Kingpin’s is cozy and warm except for a bit of buffeting, which can be minimized by the height of the screen to where you can see over it. Taller and shorter screens are available, too. In weather take the screen off and all of reflected engine mechanical goes away, leaving a silky rumble, and the seating still helps you brace the wind and enjoy a relaxed

Seats are comfortable for rider and with a bucket shape to the seat that holds you in and seems like it would restrictive, but really does The passenger backrest and floorboards well, and the rider’s fold-up are buzz-free and are nicely angled and though they touch easily and noisily in corners. If a major issue on this it’s cornering clearance.

in normal cruiser fashion not a problem, but quickly becomes one if you to ride the bike more

It looks the same on the outside, but displacement is up and there’s one more

Otherwise handling is about you’d expect from a heavy cruiser, though the does steer quite and quickly. The front male-slider fork is responsive and compliant and well under normal and even a little beyond-it dive excessively and offers a 5.1 inches of travel. The rear seems a bit basic for a big cross-country like this, however, and its 3.9 inches of travel can be overwhelmed by a load.

It’s also quite to adjust, as the bracket for the fuse has to be unbolted from the bike you can have at the ring-and-locknut spring adjuster with a hammer and It’s not necessary to change the between solo and two-up but results in a better ride and cornering clearance when you do so, and for a trip it’s mandatory.

The most easily fixed weakness is probably its stock The design of the bias-belted 130/90-H18 K491 Elite II front on our bike has been around the stone age, and its giant channels can track rain and larger pavement irregularities. The 180/55-H18 D417 seems OK, but

More modern front and tires with stiffer and a more contemporary profile and pattern-like Dunlop’s own Elite probably eliminate the mild the bike exhibits in fast as well as the other nonsense. The work well in the rain and a fine contribution to the bike’s stopping power, as do the Brembo disc brakes with stainless-steel braided brake front and rear.

Those are only medium-sized and not watertight yet will hold a fair if carefully packed. The mirrors and on the Kingpin are excellent, and it has the usual of indicator lights with an speedo and digital trip and but no tach. Fuel capacity is a low for a touring machine at 4.5 gallons, and our bike only returned fuel economy of 36.8 for a medium range of 166 miles or so.

The large removable windscreen the windblast off the rider.

At just 738 ready to ride with a tank, the Kingpin Deluxe is the lightest of the touring cruisers, and has a very good load of 432 pounds. That light is partly the result of a no-frills that excludes several from the standard equipment we’ve begun to take for on other bikes in this range.

Adjustable brake and levers, for example, or a quick-release and saddlebags, maybe something than a padlock hasp for a lock. Or a removable locking with storage space instead of a bolt-on. For the money you do get a (except for the side covers!) alternative to the norm, though, enough style, power, and comfort-stock-to satisfy anyone out for ride, long or short.

to West Coast Cycle of California, for the dyno runs.

Victory Kingpin
Victory Kingpin
Victory Kingpin


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