2008 Honda Streetbikes - First Look

Honda has released information about some of its 2008 streetbike lineup. There were no earth-shattering changes to speak of, with no info listed about the '08 crop of sportbikes, but some of Honda's most consistent sellers had a few minor tweaks.

The Gold Wing returns for its 33rd year in the Honda lineup and remains the sport-touring standard. The 1832cc six-cylinder engine in unchanged and conforms to stringent 2008 emissions standards. The Gold Wing delivers all the sport-touring amenities and then some. Headlining the list is the fully-integrated airbag system available on full-featured versions. Other options offered on select models are the Cold-Weather Comfort Package, which features heated grips and seat/backreast, as well as the Honda Satellite Linked Navigation System, which sports a color screen and voice prompting via head sets or speaker. Standard on all models is an audio system. What, no central air?

So what's the Wing's big news for 2008? Colors! New for '08 are Black, Pearl White, Titanium, and Metallic Red as color options alongside Dark Red Metallic. Not ground-breaking, but a refined package like the Gold Wing already sports every conceivable sport-touring amenity. After installing the industy-first airbag on a production motorcycle, engineers must be having brainstorming sessions to think of what more can be added.

Other models whose biggest changes include color schemes are the Honda Rebel and the Shadow Spirit 750 C2. On the trusty 234cc Shadow the new option is Silver Metallic, which teams with classic Black. The Spirit now offers Metallic Silver, Dark Red/Flame and Ultra Blue Metallic/Flame with '07 carryover Black - although the "new" red/flame scheme looks just like the Honda Shadow Spirit 750 we tested last year.

The Spirit's 750cc cruiser cousin, the Aero, swaps out its 2-into-1 exhaust for a dual 2-into-2 system similar to the Spirit. Cosmetic changes include the addition of the "Shadow" moniker to its fuel tank and some new color options too, with Candy Dark Red, Metallic Silver/Black, Black/White, Candy Dark Red/White teamed up with classic Black.

Honda's 2008 sportbike lineup remains unveiled, but rest assured we'll deliver the goods as soon as we are able.

Honda's Wild Concepts for Tokyo Show

In anticipation of the 40th Tokyo Motor Show, scheduled for October 27th - November 11th, Honda has revealed images of some exciting prototypes. At this point we're just being teased with a handful of pictures and model names, but our imaginations are buzzing toward redline as we inspect photos of the six-cylinder naked EVO6 and retro versions of the four-cylinder CB1100R and CB1100F.

EVO6

The attention hog in this group is the wicked-looking EVO6. Unless we're way off base, this naked beast is a Gold Wing Flat 6 stuffed into a pure Honda chassis with a single-sided swingarm and very Honda aluminum wheels. Considering Suzuki's release this year of the massive B-King and spy shots circulating of a ZX-14-powered Z1400 from Kawasaki, it makes sense that Honda would consider taking the plunge into the large-displacement naked class. Are they testing the water by releasing these pictures? Most likely.

The inverted fork on the EVO6 appears to feature a standard braking system, so the design/concept has likely been around for a while - or are Honda engineers looking at ways to cut costs? Who knows with Honda. What we do know is MCUSA Editorial Director Ken Hutchison is already giddy over EVO6.

"Overall this bike looks absolutely bad-ass," said Hutch with his eyes glued to the EVO6's gnarly exhaust configuration. "We know what the potential is here from the days of the one-off production Rune mega cruiser powered by the same Wing motor. This thing is smooth and powerful. Nothing laid down a smoky burnout like that bike did."

CB1100R

Tugging at the nostalgic heartstrings of many riders will be the new CB1100R. Taking its retro styling cues from the original racebike design, the Tokyo concept CB sports a tubular steel frame, dual shocks, inverted fork and radial mount brakes. In this concept the air-cooled Inline-Four motor appears to serve as a stressed member of the frame, with a braced aluminum-looking swingarm and classic dual piggyback shocks. Check out the five-spoke gold wheels. That is vintage Honda cool.

The air-cooled motor will likely be based on the historic CB mills of the past with a hint of performance squeezed out to make sure there's something worthy behind the old-school appearance. It should have a widespread appeal among vintage Honda CB loyalists, so no doubt the Japanese marque would sell a couple handfuls if the price was right.

This bike has the potential to become a cult icon in a short period of time. Honda has proven they are willing to produce functional retro-racers when they unveiled the Dream 50R back in 2005. They've also sold the retro-looking CB1300 Super Four and Bol D'Or in Europe. Given the success of retro bikes offered up from Triumph and Ducati, why shouldn't the world's biggest motorcycle manufacturer get a piece of the nouveau-vintage pie?

If you're interested in how the original CB1100R ran, check out our Memorable Motorcycles article, which records our vintage correspondent, Frank Melling, racing the Historic Endurance Racing Team Honda CB1100R at the "Bikers' Classic" festival in Spa Francorchamps in Belgium.

CB1100F

Vintage Honda meets modern technology if this bike comes into play. While not as flashy as the EV06 or the CB1100R concepts, it certainly has the potential to appeal to street riders who miss the era when bikes were more simple and straightforward. As with its "R" sibling, CB1100F's air-cooled motor will likely be based on the historic CB mills of yesteryear.

Concept bikes have a spotty history of never seeing the production light of day, but it would be interesting to see what the CB1100F could do with a budget-oriented MSRP. Could it fill a niche as the retro UJM (Universal Japanese Motorcycle), which seems to have fallen by the wayside due to more and more radical designs like, well, the EVO6?

Stay tuned as we wait for Honda to fill in the world on its grand plans.

2008 Buell 1125R Revealed

The 25th Anniversary of the Buell Motorcycle Company coincides with a new chapter in the history of America's largest manufacturer of sporting motorcycles: A liquid cooled 72-degree 1125cc motor powering its all new 2008 Buell 1125R.

At the heart of the 1125R is the Helicon V-Twin powerplant, claimed to produce 146 horsepower at the crank, developed in conjunction with BRP-Rotax specifically for Buell and the 1125R. Buell fans can rest assured that the bike is true to the Buell heritage of being rider friendly and decidedly different than the competition. The fuel-in-the-frame technology is retained, although capacity has been raised to 5.6 gallons. It's still-stubby 54.5-inch wheelbase is 2.5-inches longer than the current Firebolt design and should still be plenty agile. The next generation of the Zero Torsion Load single-disc front braking system, ZTL2, features an 8-piston caliper derived from the XBRR racing platform and should provide plenty of power to haul this beast down from speed.

After years of riding and enjoying Buell motorcycles, the primary complaint from this company and the majority of the motorcycle media was a decided lack of power compared to the competition. Buell appears to have addressed this issue and with the track introduction of this new bike just weeks away, the answer to some of the questions on the minds of consumers everywhere will soon be answered.

Will the bike be as powerful as Buell claims? Will it still have that razor-sharp handling of its predecessors? Will the chassis be stable enough to handle the additional speed facilitated by the new motor? How will this version perform on the race track? How will it stack up to the other V-Twin liter bikes? We should have answers to all of these except the last question by the end of August.

For now, images and video will have to keep our palette whet while we await the opportunity to actually ride them. The bike resembles the XBRR race machine sans body panels, albeit's equipped with road-ready amenities like a tidy new dash board, clean tail section and pillion accommodations, slick looking underslung exhaust, and integrated blinkers. They didn't forget the slipper-type clutch either.

"We designed the 1125R from the rider down," said Erik Buell, chairman and chief technical officer at Buell Motorcycle Company. "The 1125R takes Buell to a new level of performance, while continuing to embrace the fundamental Buell principals of motorcycle design and offering a great motorcycle riding experience."

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From Buell:

The Helicon Engine
The Buell 1125R Helicon engine is a high-performance, 72-degree DOHC liquid-cooled V-Twin specified by Buell and designed in collaboration with BRP-Rotax, one of the premier recreational-engine manufacturers in the world. Buell provided a detailed specifications list to BRP-Rotax, outlining powertrain requirements to meet the performance goals of the Buell 1125R. Buell also directly contributed technology and engineering on a number of key areas, including the compensating front sprocket, transmission layout, the shift mechanism, engine cases, pistons, intake, exhaust, and new DDFI 3 EFI system. All major components of the Helicon engine are unique to Buell and developed specifically for the Buell 1125R, although a few components, such as the stator and various fasteners, are used in other BRP-Rotax products. The new Helicon engine will remain exclusive to Buell. The Helicon engine will be assembled by BRP-Rotax in Austria. The Buell 1125R motorcycle will be assembled by Buell in East Troy, Wisconsin. Its V-Twin design perpetuates the look, sound and character that have always help to define the Buell riding experience.

Rather than design the Helicon engine to fit a specific displacement category or racing classification, Buell developed this powertrain to meet a customer experience specification, both in terms of its power output and its contribution to the overall performance of the Buell 1125R. The engine produces 146 crankshaft horsepower at 9800 rpm and 82 ft. lbs. of peak torque at 8000 rpm. Redline is 10500 rpm. Its generous 1125cc displacement allows the Helicon engine to make abundant peak power with a broad powerband and flat torque curve free of dips and weak spots. The Helicon engine is designed to make useable power across the entire RPM range that will enhance any riding experience.

Helicon engine features:
72-degree cylinder angle and a very compact case and cylinder head design allow the engine to be located far forward in the chassis, distributing 54 percent of the vehicle weight on the front tire.

The 72-degree V-angle provides a steep 18-degree valve angle and straight path for the down-draft intake system.

A cylinder angle of 72 degrees reduces shaking forces. The engine is also fitted with three balance shafts: two balancers for canceling primary rotating imbalance and a third balancer for canceling the rocking couple.

The displacement of 1125cc was chosen to create an optimal 103.0 mm bore x 67.5 mm stroke configuration - generous bore for more valve area and better breathing and short stroke for reduced friction, increased rpm range and instant throttle response.

The engine has a low-inertia flywheel for a quick-revving performance and smooth shifting. The engine is a stressed member of the frame and contributes to overall chassis rigidity. The swing arm pivot is located in the engine cases providing optimal pivot location and adding to overall chassis rigidity.

Dual overhead cams with self-adjusting chain drive on each cylinder to the intake cam and gear drive from the intake to the exhaust cam. This design requires less space over the cylinder head than a two-sprocket design, allows the engine to be located further forward, and reduces engine weight.

Valves are actuated with finger followers and adjusted with shims, a design derived from Formula 1 engine technology.

Finger follower valve actuation reduces friction, permits a quicker valve opening, and eliminates valve float. This design also allows a steep valve angle of 18 degrees and a downdraft fuel injection system. The design of the follower retention system makes shim replacement quick and easy, reducing maintenance costs. Valve covers are magnesium to reduce weight.

Primary balancing with three internal shafts reduces chassis weight by minimizing vibration isolation requirements.

Dry sump oiling reduces internal windage losses. An integrated oil reservoir is located in the lower left side of the crankcase casting to lower the center of gravity and help keep the engine compact.

Buell DDFI3 EFI is a closed-loop system for precise mixture control, resulting in smoother throttle operation and better fuel economy. Dual downdraft 61 mm throttle bodies provide superior intake air flow. A new ECU controls the TPS, IAC, and monitors engine performance while continually adjusting to the environment.

Ram-air system pressurizes the air box for a gain in peak performance. The air intake is located between the front fork legs and below the fairing. Air flow to this area and the size and shape of the intake were optimized using computational fluid dynamics (CFD) models. The 12-liter airbox is designed to accommodate a large air filter and to be easy to service.

Twin side-mounted free flowing radiators are mounted longitudinally within aerodynamic cowlings. The position of the radiator system lowers the center of gravity and centralizes mass, and allows the cowlings to direct free-flowing air to each radiator. The cowlings have an internal vane (splitter) to split airflow efficiently and were designed with computational fluid dynamics (CFD) models to optimize air flow at all speeds and to create a pressure differential around the radiator to pull air through the core. Hot air is also exhausted away from the rider for enhanced comfort.

The exhaust system features a large-volume muffler mounted below the engine to optimize cg location and mass centralization. The muffler is tuned to produce a linear horsepower and torque curve without the added cost, weight and complexity of an active exhaust system. A Helmholtz chamber within the muffler further reduces noise output. Twin brushed stainless exhaust outlets produce less exhaust noise than a single side-mounted outlet.

2008 BMW HP2 Sport - First Look

BMW has been tickling the fancy of Boxer fans with the development of its ultra-posh HP2 lineup. We've already tested the off-road chops of the 2006 HP2 Enduro and seen first-hand the potential of last year's HP2 Megamoto when stunt rider Chris Pfeiffer performed on the Boxer during the 2007 Motorrad Days. Well, the German manufacturer is at it again, releasing the latest in its Boxer-powered HP2 lineup - the HP2 Sport.

BMW's HP2 Sport is based of the R1200S and the "Sport Boxer" which the Bavarian marque campaigned in four 24-hour endurance races this past year. Riders Rico Penzkofer and Markus Barth piloted the "Sport Boxer" thru a respectable 2007, with the factory team finishing 16th overall and taking top place in the Open class at the prestigious "24 Heures Moto" at Le Mans.

The HP2 Sport brings the technical development of the Sport Boxer onto the street in a production model. The new Beemer features track components like a quickshifter, as well as a host of carbon fiber components to shave weight. As befits a race-ready sportbike, the HP2 Sport has also had the latest generation of its 1170cc Boxer motor juiced for even more power.

The horizontally-opposed Twin in the HP2 Sport isn't exactly the same as its endurance racing inspiration or the mill sourced in other "R" series machines. The latest HP2 Boxer features new cylinder heads, with the double overhead camshafts utilizing a drag lever to move larger valves than those found on the R1200S. According to BMW PR the other internal changes include "the flow-optimized intake and outlet, new forged piston and adapted connecting rod." The end result is a motor which produces a claimed 128 hp and 85 lb-ft of torque - a four horsepower and one lb-ft torque increase over the R1200S.

The lower portion of the HP2 is narrower than its R siblings due to a new stainless steel exhaust system, which winds up the back into an underseat silencer. The slimmer design enables sportier riding due to, as BMW PR states it, the "great freedom of movement for the familiar 'hanging off' riding position," although us mortals most likely won't achieve the cylinder head-scraping lean angles of the BMW factory riders - at least not intentionally! The lower section of the engine and exhaust are also covered by a carbon fiber spoiler, which increases the Sport's racer look as well as improving the aerodynamics.

Carbon fiber components are utilized throughout the new HP2 Sport design, from the fairing up front to the rear tail section. Another unseen weight-reducing tactic includes the use of a lighter racing generator. The changes add up to a 392-lb claimed dry weight, which is an impressive 27-lb reduction from the R1200S.

The new HP2's track credentials are beefed up by a quickshifter, which allows gear changes up through the six-speed transmission without messing with the throttle and clutch. The Sport's shifter can also be adapted to a racing pattern.

The Ohlins sport suspension, available as an option on the R1200S, is sourced on the new HP2, with the components fully adjustable. The braking duties are handled by a Brembo monoblock system with radial-mounted, four-piston calipers up front. A special ABS system is available as an option, with the unit able to be switched off when it's getting tossed around the track.

Another bit of racing flair is added from the dashboard display, which BMW claims "comes directly from MotoGP sport." We've grown accustomed to BMW displays providing a wealth of information, so it's not surprising that the HP2 Sport delivers lap times and "other racing relevant data," whatever that means.

So far our hopes and dreams haven't been crushed, because the limited info available on the HP2 Sport doesn't include an MSRP, which we can only assume will be quite a bit more than the $14,300 sticker price for the R1200S. The BMW PR did mention the Sport is scheduled to be introduced for 2008, whether that means it follows the way of the HP2 Megamoto and dwells solely in Europe remains to be seen.

2008 Victory Motorcycles - First Look

The Kingpins do have new handgrips and end caps to go along with new switch housings. The grips are set up so they can be easily converted to Victory's optional heated grips, but changes for 2008 remain isolated to the handlebars. Of course it has the new brake system and updated engine, but on the Kingpins, the song remains the same, which isn't a bad thing when you've already proven your worth in the market with high sales numbers.

And speaking of sales, having the names Cory and Arlen Ness associated with your motorcycles won't hurt in that department. Victory continues to collaborate with the custom building icons as styling consultants for its 2008 Ness Signature Series. The models blend Ness styling with the performance of the Vegas Jackpot. The bikes have the formula for success. Limited edition, numbered bikes with a stainless steel badge that includes the bike's number and Arlen and Cory's signature on it lure in custom fans like trout to hot pink Powerbait.

Aesthetics are high on the Ness Signature Series priority list. From Arlen's Sunset Red graphic-adorned bike with custom Ness "Tri Bar" billet wheels to Cory's Metallic purple and graphic combo and sick-looking Ness "Landshark" wheels, the motorcycles meld the talents of Victory and the Nesses. It is a sweet deal for both. The Nesses benefit financially from having their accessories on the bike, like the new Ness knurled footpegs and handgrips and Ness teardrop mirrors, and Victory benefits in overall sales from having a bike with the Ness name on it. Literally. The Ness Signature Series have custom tank badges, a silver leaf on the Cory-designed model and a gold leaf on the Arlen model. Add to the equation a sharp-looking chrome swingarm and muffler support bracket and you've got a highly marketable package. With a listed MSRP of $23,699, the bikes are priced a lot lower than the Ness originals I saw at Laughlin.

The last member in the 2008 Victory line is its Hammer and Hammer S. The Hammers continue to add muscle to the Victory cruiser line. Fat 250mm rear meats with a high-cut fender to show it add the beef to the back end. The tires have been designed specifically for the Hammer by Victory and Dunlop tire techs. The front end's handling revolves around the performance of its 43mm inverted cartridge-type fork and the bite of dual front disc brakes on its 18-inch wheel.

The Limited Edition'08 Hammer S has received a similar shot of the blacked-out treatment of the Kingpin 8-Ball. The blacked-out list includes the engine, handlebars, switch housings, master cylinder, mirrors, speedo, tach, fuel cap and foot controls. The fork tubes and brake rotors are black anodized and the custom-style headlight has been color-matched to the bodywork. The backside has a color-matched cowl that conceals a passenger pad underneath that converts quickly for 2-up riding. Unlike the Kingpin 8-Ball, the Hammer S does have a splash of color to offset its dark features with Turbo Silver racing stripes that run from the headlight to the tank and down the middle of the cowl.

The spec sheet shows the Hammer and Hammer S's engine, chassis, suspension and brakes are the same. The Hammer has four color options, Solid Black, Midnight Cherry, Supersteel Gray and Boardwalk Blue while the Hammer S has a one-color-suits-all Black and Silver scheme. The biggest difference is the MSRP. The Hammer lists for $16,999 while the Hammer S is bumped up to $19,866.

Other news circulating out of the Victory camp is its expanded apparel and accessories line. The apparel line includes Victory carbon fiber helmets, transition sunglasses with lenses that lighten and darken according to the amount of light, cordura pants, and leather Striker and Duke jackets. The Victory accessory line has greatly improved as well. The Kingpin model family now has over 265 accessories alone that you can find listed in the 146-page 2008 catalog. Hot ticket items include custom-designed billet wheels with a 5-spoke pattern, swept pipes, and a new hydraulic clutch that Victory says takes less effort to control. And, of course, it wouldn't be a Polaris-owned company without the optional heated handgrips for cool autumn rides. Snowmobilers aren't the only ones who like to keep their hands warm.

Motorcyclists attending the 67th annual Sturgis Motorcycle Rally will be the first riders to get a crack at the 2008 models. Victory will be at Sturgis from Aug. 4-11. Visitors can take advantage of the demo rides that include the Victory Visions in addition to the 2008 cruisers. A Victory Riders Association (VRA) party is scheduled for Aug. 8 from 4 to 6 p.m. at the Spearfish Canyon Lodge. There is also a new location the new Victorys will be displayed at where interested parties can check out the new models. It's at the Top 50 Rally Park between Sturgis and Rapid City. With free rides on new bikes, parties, and chances to pick up the latest Victory swag on tap, the Victory tent will be a worthwhile stop if you're in the area.

Victory Riders attending Sturgis can also take advantage of Lehman Trikes' invitation to tour its Spearfish, SD assembly plant. The tours are exclusive to Victory Riders and will be held Monday, Aug. 6 and Friday, Aug. 10 at 1 p.m. on both days. So why are Victory owners getting the preferential treatment? Because Lehman's Pitboss is powered by Victory's 100 cubic-inch Freedom V-Twin and 6-speed overdrive transmission. Lehman Trikes and Victory have teamed up to develop and market the Pitboss. The trike is built and designed by Lehman, but the initial structural testing was done by Victory. Though the design features were controlled by Lehman, the Pitboss has the same scalloped tank and smooth, round rear fenders that characterize Victory's motorcycles. The tank even has a Victory badge. Lehman is offering demo rides on the Pitboss daily during the rally, starting Aug. 4-11, running out of the Lehman facility every hour from 9 a.m. to 3 p.m.

Victory continues to expand its horizons in 2008. It has extended production into a new niche, increased its number of available models, beefed up its engine, developed its own braking system and continues to utilize beneficial relationships between other players in the motorcycle industry. Does it deserve to be recognized as "The New American Motorcycle?" We'll let the 2008 sales figures be the judge of that.

2008 Honda VTX1300 Tourer - 1st Look

The Honda Cruiser line added a new member to its family for 2008, the VTX 1300 Tourer. Based on its popular VTX model and powered by the same 1312cc liquid-cooled 52-degree V-Twin, riders looking to go the distance will no longer have to convert the VTX 1300 themselves for two-up, long-distance travel. Honda has done it for you, equipping the VTX 1300T with a tall windscreen, leather saddlebags with 24-liters of storage space and a chrome backrest for its leather pillion.

Since styling can make or break a cruiser, it's no surprise the VTX 1300 Tourer is an amalgamation of classic American cruiser styling cues. The deeply valanced front and rear fenders aren't quite as dramatic as those popularized by Indian Motorcycles, but do give the bike a splash of old-school appeal. The speedo and odometer are mounted high on the back of the tank in the same style that's been coming out of Milwaukee for a long time, but include modern electronica like an A&B tripmeter, turn signals and indicator lights. The electric speedo uses an electronic transmission speed sensor that eliminates the front-wheel-mounted speedo cable, a move seen more in the custom world than on manufacturer bikes. The result is less wiring cluttering up the front end.

At the heart of the 2008 VTX 1300 Tourer is the chromed-out 1312cc V-Twin popularized by the standard VTX 1300. The mill is fed by a single 38mm constant-velocity carb and has a single-pin crankshaft. Its Electronic Control Unit provides 3-D ignition maps for each cylinder that Honda claims creates ideal spark advance settings. Honda has attempted to minimize vibrations associated with big V-Twins by equipping the Tourer with dual two-axis primary counterbalancers. It also has a cool dry-sump oil system in a closed-crankcase design that places the oil tank inside the gearbox case. Without a tank hogging up space underneath the seat, Honda was able to drop the seat height to a rider-friendly 27 inches.

Sitting low in the saddle will allow riders to sit on the padded leather seat in an upright riding position with the semi-swept polished aluminum handlebars easily within reach. Riding ergos are rounded out by short floorboards with heel-and-toe shifters.

The VTX 1300 Tourer's ride will be smoothed out by a 41mm front fork with 5.1 inches of travel. A plump 140/80 front tire sits on a 17-inch retro-styled cast wheel and will provide plenty of stability as the Tourer gobbles up miles. A front disc brake with a twin-piston caliper and a large-diameter 336mm stainless-steel rotor will be responsible for stopping duties. On the back end, dual chromed rear shocks with 3.7-inches of travel will take the edge off of rough roads. The shocks have five adjustable preload settings with an internal valve system, a necessity for a touring bike where loads can include another rider and full saddlebags. The 15-inch cast rear wheel bears the same retro-styling as the front with a 170/80 tire and stopping power provided to the rear disc by a 296mm rotor with a single-piston pot.

The 2008 VTX 1300 Tourer will come in a trio of flavors for cruiser lovers - Black, Metallic Red and Metallic Silver. And though Honda has completed the touring conversion for you, there's still plenty of aftermarket goodies in the Honda accessory line that will allow riders to customize their bikes further. Based on looks, I would group the Tourer in the same category as the Harley-Davidson Road King, minus a couple hundred cubic centimeters. Of course, the MRSP is around six-large less, which is definitely a plus. At $10,999, it will make plenty of people take a second look when deciding on their next cruiser-styled touring bike.

Specs

Model: 2008 VTX1300T
Engine Type: 1312cc liquid-cooled 52-degree V-twin
Bore and Stroke: 89.5mm x 104.3mm
Compression Ratio: 9.2:1
Valve Train: SOHC; three valves per cylinder
Induction: Single 38mm constant-velocity carburetor
Ignition: Digital with three-dimensional mapping, two spark plugs per cylinder
Transmission: Five-speed
Final Drive: Shaft
Suspension
Front: 41mm fork; 5.1 inches travel
Rear: Dual shocks with five-position spring preload adjustability; 3.7 inches travel
Brakes
Front: Single 336mm disc with twin-piston caliper
Rear: Single 296mm disc with single-piston caliper
Tires
Front: 140/80-17
Rear: 170/80-15
Wheelbase: 65.7 inches
Rake (Caster Angle): 32.0-degree
Trail: 144mm (5.7 inches)
Seat Height: 27.4 inches
Fuel Capacity: 4.8 gallons, including 1.0-gallon reserve
Colors: Black, Metallic Silver, Metallic Red
Curb Weight*: 748 pounds
*Includes all standard equipment, required fluids and full tank of fuel--ready to ride

2008 Victory Motorcycles - First Look

While the effects of Victory's plunge into the luxo-touring market, with its bold Vision models, is still burning in the corneas of its competitors, the motorcycle manufacturer prepares to unleash its second wave of industry attacks with a full contingent of power cruisers for 2008. The Victory arsenal includes two new additions, the Vegas Low and Kingpin 8-Ball models. Other notable Victory claims for the upcoming model year include squeezing more torque out of its 100 cubic-inch Freedom V-Twin. To reign in that power, Victory has also revamped its braking system for its 2008 offerings. As the Minnesota-based company closes in on its 10th anniversary, Victory Motorcycles is working hard to validate its claim as "The New American Motorcycle."

At the heart of the 2008 Victory models (excluding the Visions) is the 100 cubic-inch Freedom V-Twin. Changes to the powertrain include a new airbox that Victory claims enhances air intake to help produce more power. This could be a factor in the Freedom's increase in torque that Victory says has jumped from 103 ft-lb to 106 ft-lb. The 1634cc engine also benefits from new fuel injectors, oxygen sensors and idle air control. The Engine Control Module is also new for 2008, and includes a closed loop fuel injection system. The throttle bodies have been bumped up slightly, from 44mm to 45mm. All these changes were accomplished while simultaneously lowering the compression ratio from last year's mill, down to 8.7:1 from 9.8:1. Changes to the 6-speed trannys, with a lower ratio first gear and taller sixth gear, complete the list of powertrain changes to Victory's 2008 Freedom 100/6 V-Twin.

Victory has also attempted to improve the braking capacity of the '08s. New components include the 4-piston calipers on the 300mm floating rotor front brakes and the 2-piston calipers on the 300mm floating rotor rear. The hand brake lever has also been switched out and the plumbing has been updated. All models are running the new brakes. The only difference is that the Hammers have dual discs up front, but all the other bikes, including the Ness Signature Series, run singles up front.

The latest addition to the Victory Vegas line is the Vegas Low, which receives its designation through a combination of reconfigured ergos and reshuffled hand and foot controls. The seat height has been dropped more than one inch from prior Vegas models, down to 25.2 inches. In comparison, Harley-Davidson's 2008 Sportster XL 1200 Low sits at 28 inches.

The Vegas Low's frame skirts one inch closer to the ground than the Vegas as well. The hand controls have been moved in thanks to 2-inch diameter pullback handlebars, placing the grips and hand controls easily within a rider's reach. Victory has made the front brake lever adjustable to enable riders to dial in a comfortable finger reach. Foot positioning has also been brought back 2.25 inches on the '08 Vegas Low and scalloped side covers make the bike 1.5 inches narrower than the standard model. During the press intro for the Vision, a diminutive female motojournalist was gushing over the Vegas Low's dimensions, and I'm convinced the demands of the burgeoning women riders' demographic was high on Victory's list of points to ponder in configuring the bike's ergos.

The Vegas Low has the Vegas' signature sculpted, split-tail 4.5-gallon fuel tank that flows seamlessly into a solo leather seat. And I do mean solo. There's no passenger seat or footpegs, so the focus of the bike is pure rider-oriented. The Vegas Low has a cool flush-mounted tail light that is standard Vegas fare which Victory claims is less prone to damage. Power is provided by the 1634cc Freedom V-Twin, the lump of choice for all the Victory 2008 models. A true 6-speed overdrive transmission divvies out the power, with a 6-speed design coming standard across the Victory board, except for its two 8-Ball models which utilize 5-speed trannys. The Vegas Low comes in three solid color choices - Black, Midnight Cherry, and Boardwalk Blue. Victory lists the MSRP at $15,999, so if you start saving cans and bottles now, you might be able to buy one by 2012.

The Vegas line features three other models, the Vegas, Vegas 8-Ball and the Vegas Jackpot. A quick survey of the spec sheets shows that besides the tweaks to the engines and the improved brakes, the bikes remain essentially the same. There was one noteworthy area of change I noticed. Both the Vegas and Vegas 8-Ball have gained weight. The '08 Vegas lists at 658 lbs, up from '07's 635 lbs. The 8-Ball went from 635 lbs to '08's 652 lbs, while the Jackpot dropped one lb from 2007, from 659 to 658 lbs.

The other newbie in the Victory stable is the Kingpin 8-Ball, a bike that Victory claims combines the performance characteristics of the Kingpin with styling cues of the 8-Ball. It looks as if Victory has moved to the dark side. The '08 Kingpin 8-Ball has been blacked-out, front to back. The dark scheme includes blacked-out body paint, engine, wheels and bars. Throw in a black fork, triple clamps, mirrors, belt guard, and sprocket and you've got a bike Darth Vader would feel at home on. Even the swingarm and strut covers have engine-black paint. The chrome of the staggered slash-cut dual exhaust and the chrome cruiser headlights put a little shimmer on an otherwise dark exterior. The black looks great on the big classic-styled flared fenders that have become a signature for the Kingpin. The driver floorboards with a heel/toe shift lever also lend classic-cruiser appeal to the '08 Kingpin 8-Ball. Better yet, Victory has worked on a vibration-isolation system to the floorboards to enhance the riding experience.

The ergos are the same as the standard Kingpin except for the noticeable absence of a passenger seat. Like the Vegas Low, this bike is a one-person show. Internally, the Kingpin 8-Ball doesn't have the 6-speed overdrive of the Kingpin and Kingpin Tour models, but runs on a 5-speed constant mesh transmission. And if you don't like black, then don't bother checking out the Kingpin 8-Ball, because that's the only color it's offered in. Of course, the $13,999 sticker price might persuade buyers that maybe they do look good in black.

The Kingpin Line has been a best-seller for Victory and the motorcycle manufacturer has kept to the old adage, "if it ain't broke, don't fix it." For the most part, the models have remained the same as the '07s.