If an American company like Polaris is going to jump feet first into the motorcycle market with one bike in the late 1990s, it has to be with a cruiser. The trick was, how do you make that cruiser stand out in the veritable sea of V-twins, teardrop gas tanks and bobbed rear fenders already out there? In looking at and riding this early preproduction sample of the Victory V92C, it quickly becomes clear that, while the Minnesota manufacturer has given cruiser enthusiasts the style they want, the Victory is still a unique machine.

Polaris is keeping many of the new V92C’s specs close to the vest for now, but we pried enough information from it before press time to get a pretty clear picture of the bike and the direction in which Polaris plans to take it. (You can read more about that here.)

“The engine doesn’t look like a Vulcan engine and it doesn’t look like a Harley engine. It looks like a Victory engine.”

The Victory V92C begins, of course, with the 1,507cc transverse V-twin that throbs at its heart, the largest production V-twin offered to date. Fifty degrees separate the tall cylinders, and the connecting rod big ends ride in de riguer style, side-by-side on a single crankpin. Though the bike has functional cylinder finning and doesn’t use liquid-cooling, as Polaris Engine Design Manager Mark Bader likes to say, “If I showed you a cylinder and head and didn’t tell you the engine is oil-cooled, you’d say, ‘oh, it’s a water-cooled engine.’ You cannot tell the difference.” Large oil jackets surround the cylinders, and a separate oil pump delivers cooling oil at low pressure to the engine’s hot spots before routing it through a front-mounted oil cooler.

Atop each cylinder head rests a single overhead camshaft driven on the right end by a chain off the crank. To help keep the overall height of the massive engine within reason, the cam spins below the ends of the roller-type, forked rocker arms rather than above. Hydraulic tappets eliminate lash adjustments on the four valves per cylinder, and electronic injection and ignition control fuel delivery and spark. The single spark plug per cylinder angles in from the left to a central position in each combustion chamber.

Rather than use an off-the-shelf system, Polaris says that each component in the open-loop fuel injection was sourced individually. The single throttle body has dual 44mm intake bores that split into separate intake ports at the head. Timing and duration of the fuel squirt from the individual injectors for each cylinder are controlled by the usual sensors for crank and throttle position, air and oil temperature, etc. Unlike the competition, the Victory conceals its airbox under the wide, five-gallon tank rather than hanging an air cleaner off one side of the engine, but exhaust is still via staggered dual pipes with a short connecting tube.

Since the power plant has gear primary drive and is also of unit construction–the vertically split engine cases house the transmission–regular maintenance should be a snap. Change the oil–all six quarts of it–and external spin-on filter, adjust the belt final drive, and you’re done.

The Victory team wanted a cruiser that handles, too, and they already had a jump on things by going with a single-pin crank. It helped keep the engine package narrow, which gave the bike decent cornering clearance. But in order to achieve the desired degree of chassis stiffness, the engine would have to be solidly mounted in the tubular-steel, double-cradle frame. How to do so without sending paint-shakerlike vibration straight to the rider? Simple–a gear-driven counterbalancer was incorporated into the cases to balance the giant thrusts of the pistons, each of which displaces 745cc. As the intermediate shaft between the engine and tranny, the counterbalancer can also drive the oil pumps.

Having the engine as a stressed member created another important advantage from a service standpoint: the whole bottom half of the frame cradle unbolts from the top half so that the engine drops right out, further easing service and assembly. Taking the bolt-together frame concept a step further, Polaris used an alloy subframe for the seat and rear fender, and also put a bolt-on link in the swingarm beside the top run of the final belt drive. The latter can be removed to avoid taking off the whole swingarm for belt changes.

Interestingly, metric fasteners hold the American machine together. “If you’re going to make a decision about which way the world’s going to go in the next 20 years, it’s more likely to go metric than SAE. The (Victory is) also going to be sold worldwide,” said Matt Parks, general manager of the Victory motorcycle division. Makes sense to us.

Styling the Victory, said Parks, “was a real team effort. Everybody in the group has got they signature on that bike somewhere. We worked with an outside design firm (Brooks-Stevens in Wisconsin) for a while, then brought that design in and tweaked it–Victoryized it. It had to change several times for engineering concessions–the rear fender had to change because of the rear suspension, gas tank externals had to change to accommodate airboxes, etc. We went back-and-forth a lot when it was too this or too that. We wanted it to fit within the cruiser segment without looking like anybody else’s bike. There’s no fork tube guards or instruments on the gas tank by design. The engine doesn’t look like a Vulcan engine and it doesn’t look like a Harley engine. It looks like a Victory engine.”

Inspiration came from a number of places. “The floorboards, for example, are influenced by old race car pedals, all drilled and neat looking,” said Parks. “Older Japanese, German and British bikes put their speedometer/tachometer in the headlight, too. It’s a very clean look that still provides a lot of information without having to look down between your legs. In terms of fender shape, we looked at a lot of old Packards and Fords, those types of fenders from the ’30s, because they had a very classic look to them. We wanted the Victory to have a factory custom look, like an early race car, billet looking, with everything kind of extruded out. The cone of the headlight is like the cone of an old airplane turned around. If you look at our turn indicators they’re the exact same shape as the headlight. We even spent untold hours on the crazy gas cap because we knew exactly what we wanted. We said, ‘Remember the old Ford Apaches, how they had that really great gas cap with the finger holes?’ We drew it just about 20 different ways till we had it just right, then we also put it on the ends of the handlebars and the hubcap on the left side of the front wheel. So there are some themes that are throughout the bike, but they’re ours.”

And the Victory Team has had accessories and the aftermarket in mind from the start. The rear swingarm will clear a fat 180-series tire, for example, and Polaris says it will have accessories such as saddlebags, windscreens, chrome covers, different seats, luggage racks and passenger floorboards ready in time for its dealer show in the fall.

“You won’t even hear the rifle shot.”

They do things a little differently in Minnesota. In the past, in preparing to ride a manufacturer’s hand-built prototype, my promises to be careful are usually met with polite nods of the head, etc. The Victory Team–which has untold hours of blood, sweat and tears into this V92C, we’re told the only one in existence–not only sent a ride leader along, but just before I rode off promised that should the unspeakable happen to their baby, “You won’t even hear the rifle shot.” They were joking, of course, but I couldn’t help thinking that there are quite a few skilled hunters around these parts….

Anyway, swinging a leg over the Victory is a familiar experience to a cruiser rider. Long and low with a wide handlebar and comfortable, forward-placed floorboards, the riding position, like the rest of the machine, shows great promise. A final torque rating for the starter clutch was still being determined, so it would occasionally slip upon trying to start the bike, but once running the big V-twin settled into a deep, loping idle. Snicking the heel-and-toe shifter into gear and rolling away, it became obvious to me that most of the machine’s power is down low–Polaris won’t reveal actual numbers but claims the Victory engine makes about 70 to 80 rear-wheel horsepower, and about 80 to 90 lb-ft of torque. Redline is at 5,750 rpm.

Accelerating hard through the gears the Victory lunged forward willingly, much more so than the heavier Yamaha Royal Star, but not quite on par with the Honda Valkyrie. Assuming it stays this way into production, however, I can safely say that the bike will make power to spare for brisk solo or loaded two-up riding. It’s always clear from the deep rumble of the engine that you’re riding a big V-twin, but the counterbalancer keeps vibration minimal in the seat, floorboards and handlebars, though the mirror still shook at most speeds.

The best part is the machine’s handling. Polaris didn’t want to talk about rake and trail figures at press time, but ground clearance was abundant, and the performance of the chassis and suspension were such that the bike could be tossed around like a much sportier machine on some of the bumpy, twisting roads we sampled. Despite its longish 63.3-inch wheelbase and claimed 600-pound dry weight, the Victory feels more standardlike than cruiserish. A fat, 45mm fork with enormous forged triple clamps in front and a single shock controlling the hardtail-look rear end did their jobs quite well, but were probably still set a bit stiff for the average cruiser rider. Braking was near sportbikelike from the floating discs front and rear, especially from the Brembo four-pot caliper in front, and the big Dunlop Elite II tires are off-the-shelf items and worked nicely.

The machine I rode worked very well and was close to production quality, but was still a work in progress with much left to fix and tweak, particularly in the fuel injection calibration. But if this Victory is any indication, Polaris is plenty serious about breaking into the motorcycle market in a big way, and it swears it won’t sell a single bike before its prime. When it’s ready, the Victory goes into production in early 1998, after which it will be distributed to about 200 Polaris dealers nationwide sometime in the spring. Price has yet to be determined, but Polaris is aiming for a tag “between the Japanese and Harley.” We’d guess it’ll be around $12,500 to $13,500.

We’ll have more on this newest American motorcycle manufacturer in the coming months and, of course, a full test of a production Polaris Victory V92C just as soon as possible. Stay tuned.

In a surprise announcement this morning, Polaris Industries is going to discontinue the Victory Motorcycles brand effective immediately. According to the press release, “Polaris will assist dealers in liquidating existing inventories while continuing to supply parts for a period of 10 years, along with providing service and warranty coverage to Victory dealers and owners. Today’s announcement does not affect any other Polaris business units.”

While the announcement may come as a shock to many outside the industry, and even some of those within it, given the success of the Indian Motorcycle brand and the struggles the Victory brand has experienced in trying to gain a foothold in the market, the decision to discontinue Victory makes sense from a business point of view, as painful as that is.

“This was an incredibly difficult decision for me, my team and the Polaris Board of Directors,” said Polaris Industries Chairman and CEO Scott Wine. “Over the past 18 years, we have invested not only resources, but our hearts and souls, into forging the Victory Motorcycles brand, and we are exceptionally proud of what our team has accomplished. Since inception, our teams have designed and produced nearly 60 Victory models that have been honored with 25 of the industry’s top awards. The experience, knowledge, infrastructure and capability we’ve built in those 18 years gave us the confidence to acquire and develop the Indian Motorcycle brand, so I would like to express my gratitude to everyone associated with Victory Motorcycles and celebrate your many contributions.”

Check out Rider’s guide to new/updated 2018 street motorcycles

2017 Aprilia RSV4 RF

Upgraded electronics, suspension, brakes and more. Up-spec RF features Öhlins suspension and lightweight forged aluminum forged wheels.

Read our 2017 Aprilia RSV4 RF/RR first look review

2017 Aprilia RSV4 RR

Same updates at the RF, but with Sachs suspension and cast wheels.

Read our 2017 Aprilia RSV4 RF/RR first look review

2017 Aprilia Tuono V4 1100 Factory

Upgraded electronics, suspension, brakes and more. Up-spec Factory features Öhlins suspension and steering damper, an RSV4-derived, two-up tail section and Pirelli Diablo Supercorsa tires with a wider 200/55 rear.

Read our 2017 Aprilia Tuono V4 1100 Factory/RR first look review

2017 Aprilia Tuono V4 1100 RR

Same updates as the Factory, but with Sachs suspension and Pirelli Diablo Rosso III tires with a 190/55 rear.

Read our 2017 Aprilia Tuono V4 1100 Factory/RR first look review

2017 Benelli Tornado TNT300

Benelli is back, manufactured and distributed by Chinese company Qianjiang, with two Tornado streetfighter models for 2017.

Read our 2017 Benelli Tornado TNT300 first look review

2017 Benelli Tornado TNT600

Larger 600cc version of the Chinese-built Benelli Tornado TNT300.

Read our 2017 Benelli Tornado TNT600 first look review

2017 BMW F 800 GT

BMW’s 798cc parallel-twin powered sport tourer gets new electronics and more.

Read our 2017 BMW F 800 GT first look review

2017 BMW F 800 R

The 798cc parallel-twin powered roadster has also been updated for 2017.

Read our 2017 BMW F 800 R first look review

2017 BMW K 1600 GT

The mighty 6-cylinder, 160-horsepower K 1600 GT sport tourer gets Dynamic Electronic Suspension Adjustment, optional Reverse Assist, optional Shift Assistant Pro and updated styling.

Read our 2017 BMW K 1600 GT first look review

2017 BMW K 1600 GTL

BMW’s luxury tourer gets similar updates as its K 1600 GT stablemate.

Read our 2017 BMW K 1600 GTL first look review

2017 BMW R 1200 GS

The ultra-popular boxer-powered adventure tourer gets updated standard and optional electronics, as well as a facelift.

Read our 2017 BMW R 1200 GS first look review

2017 BMW R 1200 GS Exclusive

A new styling package aimed at touring riders with a comfortable two-piece seat, a splash guard on the front fender and special livery.

Read our 2017 BMW R 1200 GS Exclusive first look review

2017 BMW R 1200 GS Rallye

A new styling package aimed at off-road riders with stiffer suspension with more travel, a Rallye seat, a short windscreen, radiator and frame guards, wide enduro footpegs, cross-spoke wheels, optional knobby dual-sport tires and special Rallye livery.

Read our 2017 BMW R 1200 GS Rallye first look review

2017 BMW R nineT

BMW’s retro roadster gets some cosmetic updates for 2017.

Read our 2017 BMW R nineT first look review

2017 BMW R nineT Pure

A new R nineT spin-off model that takes a minimalist approach to styling.

Read our 2017 BMW R nineT Pure road test review

2017 BMW R nineT Racer

Another R nineT spin-off model inspired by sportbikes from the 1970s.

Read our 2017 BMW R nineT Racer first look review

2017 BMW R nineT Scrambler

Yet another R nineT variant that aims to capitalize on the surging popularity of scramblers. Check out our first-ride report.

Read our 2017 BMW R nineT Scrambler first ride review

2017 BMW S 1000 R

BMW’s in-line four-cylinder streetfighter gets more power, less weight, vibration-free handlebars and other updates.

Read our 2017 BMW S 1000 R first look review

2017 BMW S 1000 RR

BMW’s in-line four-cylinder sportbike gets updated electronics, a single seat as standard equipment (with a optional passenger seat free of charge) and new color options.

Read our 2017 BMW S 1000 RR first look review

2017 BMW S 1000 XR

BMW’s in-line four-cylinder adventure street bike gets more power, less weight, vibration-free handlebars and new color options.

Read our 2017 BMW S 1000 XR first look review

2017 Can-Am Spyder F3 Limited

A new top-of-the-line touring model in Can-Am’s Spyder F3 cruiser lineup.

Read our 2017 Can-Am Spyder F3 Limited first look review

2017 Can-Am Spyder F3-S

The new Can-Am Spyder F3-S offers added excitement with a new Sport Mode that allows controlled rear-wheel drifts.

Read our 2017 Can-Am Spyder F3-S first look review

2017 CSC RXR

Based on the Zongshen-built RX3 Adventure, the RXR is a “no frills” variant that eliminates the luggage, crash guards and other bits, saving 50 pounds and $400.

Read our 2017 CSC RXR first look review

2017 CSC RZ3

Based on the Zongshen-built RX3 Adventure, the RZ3 streetfighter has a liquid-cooled, 250cc single and costs just $3,495.

Read our 2017 CSC RZ3 first look review

2017 Ducati 1299 Superleggera

OMG, this near-MotoGP-spec bike makes 215 horsepower, weighs just 386 pounds and is the first factory bike to be built with a carbon fiber frame, subframe, swingarm, wheels and bodywork.

Read our 2017 Ducati 1299 Superleggera first look review

2017 Ducati Monster 797

Ducati has gone back to its Monster roots with this new model, which is powered by the air-cooled 803cc L-twin from the Scrambler.

Read our 2017 Ducati Monster 797 first look review

2017 Ducati Monster 1200

Updated for 2017 with more power, new electronics (including cornering ABS), updated styling and more. Check out our first-ride report on the new Monster 1200 S.

Read our 2017 Ducati Monster 1200 S first ride review

2017 Ducati Monster 1200 S

The higher-spec Monster 1200 S has Öhlins suspension and other upgrades. We rode it in the Maritime Alps of France and think it’s the best Monster yet.

Read our 2017 Ducati Monster 1200 S first ride review

2017 Ducati Multistrada 950

A new, less-expensive, smaller-displacement Multistrada adventure tourer.

Read our 2017 Ducati Multistrada 950 first ride review

Watch our 2017 Ducati Multistrada 950 VIDEO review

2017 Ducati Scrambler Café Racer

A new Scrambler variant with low, clip-on handlebars, a humped seat, a Termignoni exhaust, fully adjustable upside-down fork, sportbike tires on gold wheels and more.

Read our 2017 Ducati Scrambler Café Racer first ride review

2017 Ducati Scrambler Desert Sled

A new Scrambler variant geared toward off-road riding with a beefier frame, taller suspension (7.9 inches of travel!) and more.

Read our 2017 Ducati Scrambler Desert Sled first look review

2017 Ducati SuperSport

Ducati is bringing back the legendary SuperSport, a street-oriented sportbike that’s powered by the a 937cc Testastretta 11° L-twin.

Read our 2017 Ducati SuperSport/S first look review

2017 Ducati SuperSport S

This higher-spec version of the SuperSport has fully adjustable Öhlins suspension front and rear, Ducati Quick Shift and a color-matched rear seat cowl.

Read our 2017 Ducati SuperSport/S first look review

2017 Harley-Davidson CVO Limited

For 2017, Harley’s Custom Vehicle Operations (CVO) touring bikes get the all-new Twin-Cooled Milwaukee-Eight 114 (114ci or 1,870cc) engine and upgraded Showa suspension.

Read our 2017 Harley-Davidson Milwaukee-Eight Touring Bikes first ride review

2017 Harley-Davidson CVO Street Glide

Like the Limited, the CVO Street Glide is powered by the new Twin-Cooled Milwaukee-Eight 114 and features upgraded Showa suspension.

Read our 2017 Harley-Davidson Milwaukee-Eight Touring Bikes first ride review

2017 Harley-Davidson Electra Glide Ultra Classic

Since it lacks fairing lowers (where radiators are hidden on Twin-Cooled bikes), the Electra Glide Ultra Classic gets the precision oil-cooled Milwaukee-Eight 107 (107ci or 1,750cc) engine and new Showa suspension.

Read our 2017 Harley-Davidson Milwaukee-Eight Touring Bikes first ride review

2017 Harley-Davidson Freewheeler

Harley’s Softail-based trike gets the precision oil-cooled Milwaukee-Eight 107 (107ci or 1,750cc) engine.

Read our 2017 Harley-Davidson Milwaukee-Eight Touring Bikes first ride review

2017 Harley-Davidson Road Glide

With its distinctive, frame-mounted sharknose faring, the Road Glide gets the precision oil-cooled Milwaukee-Eight 107 engine and new Showa suspension.

Read our 2017 Harley-Davidson Milwaukee-Eight Touring Bikes first ride review

2017 Harley-Davidson Road Glide Special

The Road Glide Special adds Reflex Linked ABS, Smart Security System and the Boom! Box 6.5GT infotainment system.

Read our 2017 Harley-Davidson Milwaukee-Eight Touring Bikes first ride review

2017 Harley-Davidson Road Glide Ultra

The Road Glide Ultra is ready for touring with a taller windscreen, Tour-Pak trunk with passenger backrest, the Twin-Cooled Milwaukee-Eight 107 and new Showa suspension.

Read our 2017 Harley-Davidson Milwaukee-Eight Touring Bikes first ride review

2017 Harley-Davidson Road King

Harley’s classic hard bagger with windshield gets the new gets the precision oil-cooled Milwaukee-Eight 107 engine and new Showa suspension.

Read our 2017 Harley-Davidson Milwaukee-Eight Touring Bikes first ride review

2017 Harley-Davidson Road King Special

This Special version of the Road King gets less chrome, more black, stretched saddlebags and other special touches like the 9-inch-tall, 1.25-inch-diameter mini-ape hanger handlebar.

Read our 2017 Harley-Davidson Road King Special first look review

2017 Harley-Davidson Street Glide

With its iconic, handlebar-mounted Batwing fairing, the best-selling Street Glide gets the precision oil-cooled Milwaukee-Eight 107 engine and new Showa suspension.

Read our 2017 Harley-Davidson Milwaukee-Eight Touring Bikes first ride review

2017 Harley-Davidson Street Glide Special

The Street Glide Special adds Reflex Linked ABS and the Smart Security System.

Read our 2017 Harley-Davidson Milwaukee-Eight Touring Bikes first ride review

2017 Harley-Davidson Street Rod

The Street Rod is Harley-Davidson’s first factory custom based on the Street 750. It has urban styling, sharper handling, revised suspension and more engine performance.

Read our 2017 Harley-Davidson Street Rod first ride review

2017 Harley-Davidson Tri Glide Ultra

Harley’s touring trike gets the precision oil-cooled Milwaukee-Eight 107 (107ci or 1,750cc) engine and new Showa suspension.

Read our 2017 Harley-Davidson Milwaukee-Eight Touring Bikes first ride review

2017 Harley-Davidson Ultra Limited

Harley’s top-of-the-line touring model gets the Twin-Cooled Milwaukee-Eight 107 and new Showa suspension.

Read our 2017 Harley-Davidson Milwaukee-Eight Touring Bikes first ride review

2017 Harley-Davidson Ultra Limited Low

A variation of Harley’s top-of-the-line touring model with a shorter reach to the handlebar, a lower seat height and a narrower primary drive for an easier reach to the ground.

Read our 2017 Harley-Davidson Milwaukee-Eight Touring Bikes first ride review

2017 Honda CBR1100 EX

Honda’s retro homage to the original CB750 has been updated for 2017, now with an ‘EX’ added to its name along with a facelift as well as a host of performance upgrades.

Read our 2017 Honda CB1100EX first look review

2017 Honda CBR1000RR

Honda’s flagship sportbike gets a major update with more power, less weight, new electronics and more (including the first titanium fuel tank on a production bike).

Read our 2017 Honda CBR1000RR first look review

2017 Honda CBR1000RR SP

The higher-spec SP version gets the same updates as the standard CBR1000RR but adds semi-active Öhlins Electronic Control suspension (S-EC), wheelie control, slide control, a quickshifter and Brembo brakes.

Read our 2017 Honda CBR1000RR SP/2 first look review

2017 Honda CBR1000RR SP2

A higher-spec version of the SP, the SP2 is a competition-focused, limited-production model that comes with larger valves and lighter forged-aluminum Marchesini wheels.

Read our 2017 Honda CBR1000RR SP/2 first look review

2017 Honda CRF250L

Honda’s popular 250cc dual-sport has been updated for 2017.

Read our 2017 Honda CRF250L/Rally first look review

2017 Honda CRF250L Rally

Based on the updated CRF250L dual-sport, the new Rally gets a fairing with a small windscreen, a larger gas tank, taller suspension and larger disc brakes.

Read our 2017 Honda CRF250L/Rally first look review

2017 Honda CRF1000L Africa Twin

Updates to the Africa Twin for 2017 include stronger wheels and footpegs, and we finally get the stunning white/red/blue paint scheme in the U.S.

Read our Tour Test of the 2016 Honda CRF1000L Africa Twin DCT

2017 Honda Rebel 300

Based on Honda’s CB300F, the new Rebel 300 is powered by a 281cc single, weighs 361 pounds and will be available with or without ABS.

Read our 2017 Honda Rebel 300/500 first ride review

2017 Honda Rebel 500

Based on Honda’s CB500F, the new Rebel 500 is powered by a 471cc parallel twin, and shares similar styling as the 300 with a raked-out front end and fat tires on 16-inch wheels.

Read our 2017 Honda Rebel 500 first ride review

2017 Indian Chieftain

Big change for 2017 on the Chieftain is the new Ride Command infotainment system.

Read our 2017 Indian Chieftain/Roadmaster first ride review

2017 Indian Chieftain Elite

The Elite is one of two new factory-custom Chieftains for 2017, and this is is the all-in, spare-no-expense model.

Read our 2017 Indian Chieftain Elite/Limited first ride review

2017 Indian Chieftain Limited

The Limited is one of two new factory-custom Chieftains for 2017, and the one shown above has several optional accessories like mini-ape hanger handlebers.

Read our 2017 Indian Chieftain Elite/Limited first ride review

2017 Indian Roadmaster

Like the Chieftain, the Roadmaster gets the new Ride Command infotainment system.

Read our 2017 Indian Chieftain/Roadmaster first ride review

2017 Indian Roadmaster Classic

The new Classic variant of the Roadmaster has Desert Tan leather saddlebags and trunk, and it sheds fairing lowers, accessory electrical outlets and rear audio speakers for its $2,000 lower MSRP.

Read our 2017 Indian Roadmaster Classic road test review

2017 Kawasaki Ninja 650

Kawasaki’s venerable, middleweight sportbike gets a major update for 2017, with a revised engine, a new chassis and a substantial reduction in weight.

Read our 2017 Kawasaki Ninja 650 first ride review

2017 Kawasaki Ninja 1000 ABS

For 2017, Kawasaki has updated the Ninja 1000’s electronics, wind protection, comfort, styling and instrumentation. And, yes, it’s still available with factory accessory saddlebags.

Read our 2017 Kawasaki Ninja 1000 ABS first ride review

2017 Kawasaki Ninja ZX-10RR ABS

Kawasaki’s most track-focused Ninja is based on the updated-for-2016 ZX-10R. It gets engine upgrades, a revised quickshifter, forged Marchesini wheels, Pirelli Diablo Supercorsa SP tires, a single seat with a aerodynamic rear cowl and special World Superbike livery.

Read our 2017 Kawasaki Ninja ZX-10RR ABS first look review

2017 Kawasaki Versys-X 300

Joining the popular Versys 650 and Versys 1000 street-adventure bikes for 2017 is the new Versys-X 300, which has the same 296cc parallel twin as the Ninja 300, spoked wheels with a 19-inch front and a large 4.5-gallon tank.

Read our 2017 Kawasaki Versys-X 300 first ride review

2017 Kawasaki Z125 Pro

Team Green’s answer to Honda’s popular Grom, Kawi’s Z125 Pro has aggressive styling, a 125cc single and a $2,999 price tag. Check out our first ride review from San Francisco.

Read our 2017 Kawasaki Z125 Pro first ride review

2017 Kawasaki Z650

Based on the updated Ninja 650, the Z650 is a new middleweight streetfighter.

Read our 2017 Kawasaki Z650 first ride review

2017 Kawasaki Z900 ABS

Replacing the Z800 is the new Sugomi-styled Z900, which is built around a new 948cc inline four-cylinder engine and a new steel twin-spar trellis frame.

Read our 2017 Kawasaki Z900 ABS first ride review

2017 KTM 390 Duke

KTM’s scrappy little hooligan bike gets a thorough update for 2017, with throttle-by-wire, a slipper clutch, updated brakes and suspension, and much more.

Read our 2017 KTM 390 Duke first ride review

2017 KTM 1090 Adventure R

The 1190 Adventures are going away for 2017. New to the lineup is the off-road-ready, 125-horsepower 1090 Adventure R.

Read our 2017 KTM Adventure lineup first ride review

2017 KTM 1290 Super Duke GT

This sport-touring version of “The Beast” has more comfortable seating, more wind protection, a larger tank, semi-active suspension, saddlebags and more. Check out our first-ride report.

Read our 2017 KTM 1290 Super Duke GT first ride review

2017 KTM 1290 Super Duke R

The Beast has been updated for 2017 with 177 horsepower, revised suspension, updated electronics and fresh styling.

Read our 2017 KTM 1290 Super Duke R first look review

2017 KTM 1290 Super Adventure R

This new, off-road-ready version of the 1290 Super Adventure has a 21-inch front wheel, Continental TKC80 knobbikes, 8.7 inches of suspension travel, state-of-the-art electronics and much more.

Read our 2017 KTM Adventure lineup first look review

2017 KTM 1290 Super Adventure T

A “T” was added to the model name for 2017 to distinguish it from the 1290-R. Updates include Hill Hold Control and Motor Slip Regulation as standard, Quickshifter+ (up and down clutchless shifting) and improved protection from engine heat.

Read our 2017 KTM Adventure lineup first look review

2017 Moto Guzzi MGX-21 Flying Fortress

Moto Guzzi’s wild-style, carbon fiber-clad bagger was introduced at the 76th Sturgis Rally. Check out our first-ride report.

Read our 2017 Moto Guzzi MGX-21 Flying Fortress first ride review

Read our 2017 factory-custom bagger comparison review: Moto Guzzi MGX-21 Flying Fortress vs Harley-Davidson Street Glide Special vs Indian Chieftain Dark Horse

2017 Moto Guzzi V7 III Anniversario

In addition to V7 III updates, the limited-edition Anniversario celebrates the 50th anniversary of the V7 line with special features and styling.

Read our 2017 Moto Guzzi V7 III lineup first look review

2017 Moto Guzzi V7 III Racer

Moto Guzzi’s V7 line gets third-generation updates, including a revised engine, new traction control and ABS, a new chassis and updated instrumentation.

Read our 2017 Moto Guzzi V7 III lineup first look review

2017 Moto Guzzi V7 III Special

Moto Guzzi’s V7 line gets third-generation updates, including a revised engine, new traction control and ABS, a new chassis and updated instrumentation.

Read our 2017 Moto Guzzi V7 III lineup first look review

2017 Moto Guzzi V7 III Stone

Moto Guzzi’s V7 line gets third-generation updates, including a revised engine, new traction control and ABS, a new chassis and updated instrumentation.

Read our 2017 Moto Guzzi V7 III lineup first look review

2017 Moto Guzzi V9 Bobber

The V9 line is new for 2017, and is available as the blacked-out Bobber or the classic-looking Roamer. We traveled to Moto Guzzi’s home turf to ride them both.

Read our 2017 Moto Guzzi V9 Bobber and v9 Roamer first ride review

2017 Moto Guzzi V9 Roamer

The V9 line is new for 2017, and is available as the classic-looking Roamer or the blacked-out Bobber. We traveled to Moto Guzzi’s home turf to ride them both.

Read our 2017 Moto Guzzi V9 Bobber and v9 Roamer first ride review

2017 Suzuki GSX-R1000/ABS

Suzuki’s flagship, liter-class sportbike is all-new from the ground up.

Read our 2017 Suzuki GSX-R1000 first ride review

2017 GSX-R1000R ABS

The higher-spec R version of the GSX-R1000 gets upgraded suspension and more.

Read our 2017 Suzuki GSX-R1000/ABS/R first look review

2017 Suzuki SV650

Suzuki’s cult classic budget bomber is back for 2017, with styling more like the original, engine upgrades and more. Check out our first-ride report.

Read our 2017 Suzuki SV650 first ride review

2017 Suzuki VanVan 200

Available for years in Japan, the VanVan 200 puts the “fun” in “funky” with its retro styling, fat tires and playful 199cc single.

Read our 2017 Suzuki VanVan 200 first look review

2017 Suzuki V-Strom 650

The Wee Strom has been updated for 2017, with styling more like the V-Strom 1000 and a host of other changes.

Read our 2017 Suzuki V-Strom 650 ABS first ride review

2017 Suzuki V-Strom 650XT

The XT version of the V-Strom 650 features spoked wheels with tubeless tires, hand guards and an engine cowl.

Read our 2017 Suzuki V-Strom 650XT first look review

2017 Triumph Bonneville Bobber

Perhaps one of the most attention-getting bikes of 2017, the new Bonneville Bobber has a floating aluminum solo seat pan, a hardtail look and sawed-off peashooter exhausts.

Read our 2017 Triumph Bonneville Bobber first ride review

2017 Triumph Bonneville T100

A mash-up of the Bonneville T120’s classic styling and the Street Twin’s “high torque” 900cc parallel twin. Check out our first-ride report on the T100 Black.

Read our 2017 Triumph Bonneville T100 Black first ride review

2017 Triumph Bonneville T100 Black

The T100 Black is aimed at hip, urban riders, with blacked-out components and bodywork in either glossy Jet Black or Matt Black. Check out our first-ride report.

Read our 2017 Triumph Bonneville T100 Black first ride review

2017 Triumph Street Cup

A new café racer powered by the liquid-cooled, 900cc “high torque” parallel twin.

Read our 2017 Triumph Street Cup first ride review

2017 Triumph Street Scrambler

An all-new version of Triumph’s venerable Scrambler, based on the 900cc Street Twin platform and rocking some very cool high-mount exhausts.

Read our 2017 Triumph Street Scrambler first ride review

2017 Triumph Street Triple S

Triumph has updated its middleweight streetfighter, the Street Triple, giving it a displacement boost for more power, new electronics, updated suspension, revised styling and more. And there are three flavors to choose from, the S, R and RS, with progressively higher levels of power and specification. The S is the least expensive model and makes a claimed 111 horsepower.

Read our 2017 Triumph Street Triple S, R and RS first look review

2017 Triumph Street Triple R

The Street Triple R is the mid-level model, with 5-horsepower bump (up to 116), additional riding modes, and higher-spec suspension and brakes.

Read our 2017 Triumph Street Triple S, R and RS first look review

2017 Triumph Street Triple RS

The top-of-the-line Street Triple RS boasts 121 horsepower, a track mode, Showa Big Piston Fork, Öhlins STX40 piggyback reservoir shock, Brembo M50 4-piston radial Monobloc front calipers and a quickshifter.

Read our 2017 Triumph Street Triple RS first ride review

2017 Victory Octane

Based on the Indian Scout platform, the new Octane kicks it up a notch with 104 horsepower and 76 lb-ft of torque from its liquid-cooled, 60-degree, 1,179cc V-twin. Check out our first-ride report.

Read our 2017 Victory Octane first ride review

Editor’s Note: On January 9, Polaris Industries announced it would shut down Victory Motorcycles, effective immediately. To learn more, read the full announcement.

Special Retrospective: The Birth of Victory Motorcycles

2017 Yamaha Bolt

The Star Motorcycles cruiser brand got folded back into Yamaha for 2017. And the popular Bolt gets updated with spoked wheels, a new, larger flangeless fuel tank and restyled wire guides.

Read our 2017 Yamaha Bolt/R-Spec first look review

2017 Yamaha Bolt R-Spec

Yamaha calls the Bolt a “performance bobber,” and the R-Spec adds adds remote-reservoir rear shocks, a suede-type seat with colored stitching and special paint and graphics. It rolls on cast wheels, and for 2017 it gets a new, larger flangeless fuel tank and restyled wire guides.

Read our 2017 Yamaha Bolt/R-Spec first look review

2017 Yamaha FZ-09

Yamaha’s feisty triple has been updated for 2017 with new styling, revised ergonomics, traction control, an assist-and-slipper clutch, a fully adjustable fork and standard ABS.

Read our 2017 Yamaha FZ-09 first ride review

2017 Yamaha FZ-10

Replacing the venerable FZ-1, the new FZ-10 is powered by the latest-generation crossplane in-line four from the YZF-R1 that’s been tuned for low-end torque. Check out our first-ride report.

Read our 2017 Yamaha FZ-10 first ride review

2017 Yamaha SCR950

Based on the Bolt platform, new SCR950 is Yamaha’s interpretation of an old-school scrambler. Check out our first-ride report.

Read our 2017 Yamaha SCR950 first ride review

2017 Yamaha YZF-R6

A major update for 2017 makes the middleweight YZF-R6 a chip off the R1 block.

Read our 2017 Yamaha YZF-R6 first look review

2017 Zero DS

Zero Motorcycles’ all-electric lineup has gotten lots of updates for 2017, including Z-Force interior permanent magnet (IPM) motors and new higher amperage controllers for increased power, smoother power delivery, increased temperature thresholds and greater efficiency. The Zero DS is the dual-sport model.

Read our 2017 Zero Motorcycles lineup first look review

2017 Zero DSR

The Zero DSR offers more power and torque than the Zero DS.

Read our 2016 Zero DSR road test review

2017 Zero FX

The Zero FX is the “stealthfighter” model with a modular, swappable battery.

Read our 2017 Zero Motorcycles lineup first look review

2017 Zero FXS

The Zero FXS is the supermoto model with a modular, swappable battery.

Read our 2017 Zero Motorcycles lineup first look review

2017 Zero S

The Zero S is the sport/streetfighter model.

Read our 2017 Zero Motorcycles lineup first look review

2017 Zero SR

The Zero SR offers more power and torque than the Zero S.

Read our 2017 Zero Motorcycles lineup first look review

Did we forget anything (other than dirt bikes or other non-street-legal motorcycles)? If so, let us know in the comments below.

RELATED: 39 Best Bikes for Smaller Riders (and Budgets)

BMW R nineT Urban G/S

BMW’s highly customizable R nineT retro roadster, which was introduced for 2014 and has been updated for 2017, is a really cool bike. And its spin-off models—such as the Pure, Racer and Scrambler—are cooler still. But to our eyes and in our hearts, the coolest R nineT of them all is the new Urban G/S, an homage to the original R 80 G/S that launched the adventure bike movement.

Read our 2017 BMW R nineT Urban G/S first look review

Read our 2017 BMW R nineT Scrambler first ride review

Read our 2016 BMW R nineT vs. 2016 Triumph Bonneville T120 Black comparison review

Ducati 1299 Superleggera

Superleggera means “super lightweight” in Italian, and Ducati ain’t blowin’ smoke. The 1299 Superleggera is the first factory bike to be built with a carbon fiber frame, subframe, swingarm, wheels and bodywork. Claimed wet weight—full of gas and ready to ride—is just 368 pounds. And the 1,285cc Superquadro L-twin has been tweaked and tuned to crank out 215 horsepower. Only 500 will be made, and one can be yours for $80,000.

Read our 2017 Ducati 1299 Superleggera first look review

Harley-Davidson Milwaukee-Eight Touring Bikes

When Harley-Davidson unveiled the Milwaukee-Eight Big Twin last summer, it was the biggest announcement from the Motor Company in two decades. The all-new eight-valve, single-cam V-twin, available in oil-cooled 107ci (1,750cc), liquid-cooled 107ci and liquid-cooled 114ci (1,870cc) configurations, makes more torque, runs smoother and cooler, has a richer exhaust note (thanks to less mechanical noise) and fits more riders by virtue of being more compact. Combined with new Showa suspension and unmistakable Harley style, the 2017 Touring lineup is the best—and coolest—yet.

Read our 2017 Harley-Davidson Milwaukee-Eight Touring Bikes first ride review

Honda CRF250L Rally

The most common complaints with ADV bikes are that they’re too big, too heavy and too expensive. Honda has the answer with the new CRF250L Rally, which has styling inspired by the CRF450 Rally that Team HRC races in the Dakar. Based on the updated-for-2017 CRF250L, the Rally is powered by a liquid-cooled, fuel-injected 250cc single, it weighs 342 pounds ready-to-ride (claimed) and it costs $5,899 (or $6,199 with ABS, which adds 4 pounds). With a 21-inch front wheel and 10.3 inches of rear suspension travel (front travel is TBD), you can go pretty much anywhere (as long as you can deal with the 35.2-inch seat height). Do more with less and have a ball.

Read our 2017 Honda CRF250L Rally first look review

KTM 1290 Super Duke R

Nicknamed “The Beast,” KTM’s 1290 Super Duke R is a whole lotta motorcycle. For 2017, its 1,301cc V-twin makes a claimed 177 horsepower, with smoother low-rpm response and a broader powerband. It also gets updated WP suspension, Motorcycle Stability Control with cornering ABS, new styling, cruise control, TFT instrumentation, Metzeler M7RR supersport tires and new options like Quickshifter+, which allows clutchless upshifts and downshifts, and the Track Pack, with additional riding modes, launch control and more.

Read our 2017 KTM 1290 Super Duke R first look review

Read our 2017 KTM 1290 Super Duke GT long-term review

Read our 2017 KTM 390 Duke first ride review

Kawasaki Versys-X 300

Intrigued by a small-displacement adventure bike but not ready to commit to an extra-tall, dirt-oriented bike like the Honda CRF250L Rally? Kawasaki’s new Versys-X 300 may be the answer. This down-sized version of the popular Versys 650 and Versys 1000LT (Rider’s 2015 Motorcycle of the Year) is powered by the liquid-cooled, fuel-injected 296cc parallel twin from the Ninja 300. It has spoked wheels (19-inch front, 17-inch rear), available ABS and what Kawasaki says is a low seat height and long-travel suspension (detailed specs aren’t yet available).

Read our 2017 Kawasaki Versys-X 300 first look review

Moto Guzzi V7 III Anniversario

To celebrate the 50th anniversary of its V7 line, Moto Guzzi will build just 750 units of the limited-edition V7 III Anniversario. Featuring all of the third-generation updates found on the V7 III Racer, Special and Stone, the Anniversario stands apart with its chrome gas tank, brown leather saddle, billet fuel cap and steering yoke risers (with laser-etched serial number), brushed aluminum fenders, chrome passenger grab handle, fork protectors and spoked wheels with polished rims and gray hubs.

Read our 2017 Moto Guzzi V7 III Lineup first look review

Suzuki SV650

The original 1999 Suzuki SV650 was a huge hit—a light, nimble, affordable bike powered by a feisty, 645cc V-twin. It was an ideal commuter, a playful canyon carver and a reliable platform for club racing, but after several model updates its performance and styling went from exciting to boring. With a revival of middleweight naked bikes (particularly the Yamaha FZ-07), Suzuki brought back the SV650, with an updated engine, styling more like the original and an attractive price tag. We fell in love with it all over again.

Read our 2017 Suzuki SV650 first ride review

Read our 2016 Kawasaki Ninja 650 ABS vs. 2017 Suzuki SV650 vs. 2016 Yamaha FZ-07 comparison review

Triumph Bonneville Bobber

After rolling out an all-new, five-model Bonneville platform for 2016—and winning Rider’s 2016 Motorcycle of the Year award for the Bonneville T120/Black—Triumph is expanding the lineup for 2017 with some very cool bikes, including the T100/Black, Street Cup, Street Scrambler and the gorgeous Bobber, which features a liquid-cooled, 1,200cc “high torque” parallel twin, a hardtail look and an adjustable solo seat.

Read our 2017 Triumph Bonneville Bobber first ride review

Read our 2017 Triumph Bonneville T100 Black first ride review

Read our 2017 Triumph Street Cup first ride review

Read our 2017 Triumph Street Scrambler first ride review

Victory Octane

Yes, the Octane is based on the Indian Scout platform (Victory and Indian are both owned by Polaris Industries), with 35 percent of the parts shared between the two bikes. But the Scout is a kick-ass cruiser powered by a liquid-cooled, 1,133cc (69ci) 60-degree V-twin with DOHC and four valves per cylinder that makes 100 horsepower and 72 lb-ft of torque (claimed, at the crank). With a bigger bore and new pistons, cylinder heads and camshafts, the Octane makes 104 horsepower and 76 lb-ft of torque. It’s an aggressively styled power cruiser that weighs just 528 pounds dry and costs only $10,499. If that’s not cool, we don’t know what is.

Read our 2017 Victory Octane first ride review

Editor’s Note: On January 9, Polaris Industries announced that it would discontinue the Victory Motorcycles brand, effective immediately. For more information, read the full announcement.

Victory Motorcycles has worked hard to live up to its “Modern American Muscle” tagline. In the past few months, Victorys earned a 2nd place podium position at the Isle of Man TT in the electric bike class, were the 2nd and 3rd fastest motorcycles to climb Pikes Peak with the Empulse RR (electric) and Project 156 (gas) prototypes, completed a circumnavigation of the globe in record time with Urs “Grizzly” Pedraita riding a Cross Country Tour and set a Guinness World Record burnout with Joe “Vertical” Dryden aboard an Octane. With the smell of burned rubber still in the air, Victory has announced its 2017 motorcycle lineup.

2017 Victory Octane

Sharing some DNA with its Polaris brother, the Indian Scout, the Victory Octane was introduced earlier this year, and it’s powered by a liquid-cooled 60-degree V-twin with DOHC and 4 valves per cylinder that makes 104 horsepower and 76 lb-ft of torque at the crank (claimed). Stuffed in a lightweight, cast-aluminum frame, it has sporty steering geometry, a short wheelbase and 32 degrees of available lean angle. We rode this bad boy in Florida earlier this year, including some closed-course drag racing, gymkhana and burnouts, and it’s a ripper. Step up to Victory’s accessory Stage 2 Kit with air intake and 2-into-1 exhaust for 10-percent more horsepower and 5-percent more torque. Available in Gloss Black ($9,999), Matte Super Steel Gray ($10,499), Matte Pearl White ($10,499) and Gloss Black with Graphics ($10,499).

Read our Victory Octane review

2017 Victory Gunner

This modern interpretation of a classic bobber has a low, 25-inch saddle, pullback handlebars and a 106-cubic-inch air-cooled Freedom V-twin that belts out 110 lb-ft of torque (claimed). Available in Suede Titanium Metallic ($13,499) and Suede Sagebrush Green Metallic ($13,899).

Read our Victory Gunner review 

2017 Victory High-Ball

If you like your motorcycles stripped down and riding with your fists in the air, grab hold of the High-Ball’s ape-hangers and hang on. Keep it simple with no radio, no radiator, no saddlebags, just Victory’s 106-cubic-inch Freedom V-twin with 6-speed transmission rolling on 16-inch spoked alloy wheels. New for 2017, choose from Suede Black with black-wall tires ($13,499) or Suede Nuclear Sunset Orange ($13,749) with white-wall tires.

2017 Victory Hammer S

The Pro Street-styled Hammer S is the most aggressive cruiser in Victory’s lineup. It’s powered by the air-cooled Freedom 106 V-twin and features a beefy upside-down fork, 4-piston front brake calipers, an extra-wide 250-series rear tire, a low-profile rear cowl with a hidden passenger pad and muscle car-inspired racing stripes. Available in Gloss Black with White Racing Stripes ($15,599).

2017 Victory Vegas

With factory custom styling and Victory’s powerful Freedom 106 V-twin, the Vegas can rock any boulevard, from The Strip to Main Street. It has a color-matched frame, a contrast-cut 21-inch Falchion front wheel, a tucked-in headlight, pullback handlebars, slash-cut muffler tips, a flush-mount LED taillight and blacked-out details. Available in Sunset Red ($13,999).

2017 Victory Vegas 8-Ball

Are you a night owl? The 8-Ball is a blacked-out (and less expensive) version of the Vegas. Less chrome, more attitude and just as much torque—a claimed 110 lb-ft from the Freedom 106 V-twin. Available in Gloss Black ($12,999).

2017 Victory Magnum

The Magnum is Victory’s loud-n-proud bagger, with an attention-getting 21-inch front wheel, eye-catching LED headlight and paint job, and a block-rocking Bluetooth-enabled audio system blasting 100 watts from six speakers. Like most of Victory’s lineup, it’s powered by the air-cooled, 106-cubic-inch Freedom V-twin with a 6-speed transmission and belt final drive. The Magnum also features cruise control and ABS. Available in Gloss Black with graphics ($22,599), Habanero Inferno Orange with graphics ($23,099) and Indy Red Pearl with graphics ($23,099).

Read our Victory Magnum review

2017 Victory Magnum X-1

A limited-edition version of the Magnum, the X-1 cranks it up to 11 with a 200-watt, 10-speaker surround sound audio system, contrast-cut billet wheels, a custom paint scheme and LED lighting. Available in Pearl White with Platinum overlay and Electric Red pinstriping ($24,499).

2017 Victory Cross Country

When you hit the road on Victory’s Cross Country bagger, you’ll enjoy standard features like cruise control, Bluetooth-enabled audio and the Freedom 106 V-twin with a 6-speed transmission. An aluminum chassis, well-tuned suspension and dual front disc brakes with standard ABS make the Cross Country confidence-inspiring in the corners, and its lockable, waterproof saddlebags hold 21.3 gallons of your favorite stuff. Want more grunt? The accessory “Made For Victory By S&S” Stage 2 Kit, with S&S cams and a high-flow air dam plus a factory accessory exhaust system, offers 20-percent more horsepower and 10-percent more torque for Cross Country, Cross Country Tour and Magnum models. The Cross Country is available in Gloss Black ($19,499), Suede White Frost ($19,999), Suede Nuclear Sunset Orange ($19,999) and Sunset Red ($19,999).

Read our American baggers comparison review:
Harley-Davidson Street Glide Special vs Indian Chieftain vs Victory Cross Country

2017 Victory Cross Country Tour

Are you in the habit of chasing the horizon? Victory’s Cross Country Tour adds fairing lowers (with storage compartments and adjustable vents) and a top trunk, increasing total luggage capacity to 41.1 gallons—said to be the most of any production touring motorcycle. You and your passenger will also enjoy the 200-watt, eight-speaker Bluetooth and USB audio system, padded passenger backrest, three-position adjustable floorboards and dual-zone heated seats. ABS and new LED lighting are standard equipment. Available in Gloss Black ($21,999), Gloss Blue Fire ($22,499) and Two-tone Turbo Silver and Black ($22,999).

Read our Victory Cross Country Tour review

2017 Victory Vision Tour

It has a unique look that isn’t for everyone, but if you embrace the Vision Tour you’ll enjoy one of the most comfortable and best handling touring bikes on the market. Its full-coverage, wind-tunnel-sculpted fairing provides top-notch comfort and protection. And because the fairing is mounted to the frame and not the handlebars, steering remains light and predictable. Underneath is the same solid platform found on all Victory baggers and tourers—a rigid cast aluminum frame, air-adjustable rear suspension and the air-cooled, Freedom 106 V-twin with a 6-speed transmission and belt final drive. The electric windscreen, ABS, cruise control, heated seat and grips, and 29 gallons of storage will keep you in comfort and control during the long haul. Available in Gloss Black ($21,099) and Gloss Blue Fire ($22,099).

Read our tour test review of the Victory Vision Tour

2017 Empulse TT

When Polaris acquired Brammo’s electric motorcycle business, it made a few modifications to the Empulse, renamed it the Empulse TT (in a nod to Victory’s success in the electric bike class at the Isle of Man TT) and added it to Victory’s lineup. The Empulse TT has a top speed of more than 100 mph and features sport-tuned, adjustable suspension and a 6-speed gearbox. Available in Titanium Silver with Havasu Red ($19,999).

Read our Victory Empulse TT vs Zero SR electric bike comparison test review

Building a motorcycle brand from scratch is hard work. Launched by Polaris Industries in 1998, Victory Motorcycles struggled during its first decade to build motorcycles and an identity that resonated with American buyers. Growth can be difficult when you’re in the cold, dark shadow of a well-established competitor like Harley-Davidson. But Victory eventually caught its stride, forming a successful partnership with the Ness family, launching the one-of-a-kind Vision and following it up with a series of successful touring models like the Cross Roads and Cross Country, which combined powerful V-twins with sweet-handling chassis and distinctive styling.

When Polaris bought Indian Motorcycles in 2011 and re-launched the brand a few years later, Victory no longer had to fight the unwinnable “heritage” battle against Harley-Davidson and could evolve in its own direction. Victory rolled out a new, more modern logo and embraced all things performance. It invested in a factory drag racing team, pursued land speed records, earned a podium as the Isle of Man Zero TT electric-bike race (after Polaris bought Brammo’s electric motorcycle business) and raced its Roland Sands-built Project 156 bike at Pike’s Peak.

Project 156 was said to be the inspiration for the new-for-2017 Octane, but when it was unveiled, styling and specs more closely resembled another bike…the Indian Scout. The Octane elicited a lot of comments on our website and Facebook page, with some expressing disappointment that it isn’t racier or doesn’t have mid-mount controls, but the most common complaint was that it’s a “re-badged Scout.”

Is that a fair characterization? Yes and no. Both bikes are based on a common platform, but, according to Victory Product Manager Brandon Kraemer, “Only 35 percent of the parts are shared, the other 65 percent are unique to the Octane. And what they share—things like the crankshaft, crankcase, transmission and brake pads—are things customers can’t see.”

Using the same engine and/or chassis in different models is common. Think about BMW’s legendary boxer twin, which is found in seven models, or Kawasaki’s mid-sized parallel twin, which powers the Ninja 650 sportbike, Versys 650 crossover and Vulcan S cruiser. Victory, Indian and Harley-Davidson have used the same engine/chassis in multiple models for years, but what’s less familiar is a platform shared across brands. That’s standard practice in the automotive world, as Alex Hultgren, Victory’s Director of Marketing, points out. Before joining Victory last year, Hultgren worked for 18 years at Ford, where he helped market Ford and Mercury models based on shared platforms. Platform-sharing between automotive brands owned by the same parent company—think Chevy/GMC, Dodge/Chrysler and Honda/Acura—allows manufacturers to get a greater return on their R&D investments. Polaris owns two motorcycle brands, so it should come as no surprise that they share resources.

With Victory’s emphasis on performance—it’s new tagline is “Modern American Muscle”—the Octane’s engine had to have plenty of kick. With DOHC and four valves per cylinder, the Scout’s liquid-cooled, 60-degree, 1,133cc V-twin is already impressive, making a claimed 100 horsepower and 72 lb-ft of torque. For the Octane, the 73.6mm stroke was retained but the bore was increased to 101mm (up from 99mm), boosting displacement to 1,179cc, and the pistons, cylinder heads and camshafts are new. Victory says the Octane cranks out 104 horsepower at 8,000 rpm and 76 lb-ft of torque at 6,000 rpm, and the goal, says Product Manager Brandon Kraemer, was to deliver “head-snapping acceleration.”

To test this claim, Victory invited the motorcycle press to Daytona Beach, Florida, a few days before Bike Week. On our first day, we cruised the flat, mostly straight roads of central Florida until we reached Orlando Speed World Dragway. There, Victory had set up a series of testing stations where we subjected the Octane to drag strip runs, rolling burnouts and a police motor rodeo-style handling course. This is not the manner in which most Octane owners will treat their bikes, but it did allow us to flog them really hard in a safe, controlled environment. Not only does the Octane make more power and torque than the Scout, it also weighs less (a claimed 528 pounds dry, 17 pounds less than the Scout) and has 7-percent lower final gearing. Throttle response is immediate and very linear, making it easy to get off the line. A couple of quick-wristed journalists managed 12 seconds flat in the quarter-mile, which qualifies as “head-snapping” in my book. (I’m big and slow, so the best I could muster was 12.9 seconds.) The burnouts didn’t reveal much, other than the fact that the tires don’t have a lot of grip, but the handling course showed the Octane to be nimble and easy to toss around tight corners. After several hours of abusing the clutch, banging the engine off the rev limiter, grinding down the footpegs and roasting the rear tire, the only complaint was from the tendinitis in my left elbow.

We got more real-world experience on the Octane during a 150-mile loop on the second day. With a pullback handlebar and forward controls, the seating position is standard cruiser fare. The hard solo seat, which sits just 25.9 inches above the ground (laden), turned my backside numb within 30 miles, and when ridden fast, the Octane’s low-fuel light came on well before 100 miles (the tank holds just 3.4 gallons). Comfort and range may not be the Octane’s strengths, but overall it’s a solid bike. The engine is rigidly-mounted to cast-aluminum front and rear frame sections with twin tubular-steel backbones, and the sculpted front spars help conceal the radiator. The 41mm, non-adjustable damper-tube fork with 4.7 inches of travel and the preload-adjustable twin shocks with 3 inches of travel have dual-rate springs, and together they offer a fairly firm ride. Hitting big bumps at speed sent jolts up my spine and occasionally bucked me out of the seat. The cable-actuated clutch is light at the lever, the 6-speed transmission shifts smoothly and the belt final drive helps quell unwanted lash. The pair of disc brakes, with a 2-piston front caliper and a 1-piston rear caliper squeezing 298mm rotors, provide decent but underwhelming stopping power. And it rolls on cast aluminum wheels, with an 18-inch front and 17-inch rear.

Even if the overall silhouette looks familiar, the Octane nails the hot rod styling with Matte Super Steel Gray paint, blacked-out components, mag-style wheels and a bullet cowl with a dark-tint screen that does a decent job of parting the wind. Among the available accessories, essential add-ons include the Stage 1 slip-on mufflers, which give the exhaust a throatier bark without being too loud, and the adjustable piggyback shocks, which offer compression damping adjustment. Other accessories include a tachometer with shift light, a drag-style handlebar and reduced-reach controls, seat and handlebar. One of the Octane’s best features is its price, which is just $10,499. It delivers a lot of performance and style for the money, and it should appeal to dyed-in-the-wool cruiser folks as well as other riders who want a cool, fast, affordable bike.

If it were not for the hard work and solid foundation laid down by Victory since 1998, the re-launch of Indian 15 years later might not have been as successful as it has been right out of the gate. Polaris climbed the steepest part of the learning curve with Victory, and it leveraged that experience with Indian, which introduced two brand-new engine/chassis platforms in two years. To get the most out of that substantial investment, Victory and Indian share a basic platform. That’s not something to complain about; that’s good business sense in a competitive market. Despite their similarities, the Scout and the Octane are distinct bikes with different personalities, one a reborn classic and the other a middleweight power cruiser. Where we’re likely to see greater divergence is in the future. Although the folks at Victory refused to talk about future products, they did say the Octane is just the beginning. With a flexible engine/chassis platform, what will we see next?

2017 Victory Octane Specs
Base Price: $10,499
Website: victorymotorcycles.com
Engine Type: Liquid-cooled, transverse 60-degree V-twin, DOHC, 4 valves per cyl.
Displacement: 1,179.3cc
Bore x Stroke: 101.0 x 73.6mm
Transmission: 6-speed, cable-actuated wet clutch
Final Drive: Belt
Wheelbase: 62.1 in.
Rake/Trail: 29 degrees/5.1 in.
Seat Height: 25.9 in. (laden)
Claimed Dry Weight: 528 lbs.
Fuel Capacity: 3.4 gals.|
MPG: NA

Victory’s new tagline is “Modern American Muscle,” and it’s flexing its biceps with the early-release 2017 Octane, a mid-sized cruiser powered by a liquid-cooled, 60-degree, 1,179cc V-twin with DOHC and four valves per cylinder that makes a claimed 104 horsepower and 76 lb-ft of torque. Victory says it weighs just 528 pounds (dry), does the quarter-mile in 12 seconds and hits 0-60 in 3.6 seconds. And it costs just $10,499.

Although Victory identifies its Project 156 Pikes Peak race bike and Combustion and Ignition concepts as progenitors of the Octane, it also shares much in common with the Indian Scout—perhaps not surprising since they’re both made by Polaris Industries. Both have the same engine design and they share a 73.6mm stroke, but the Octane gets a 2mm-larger bore (101mm), giving it an additional 46cc of displacement and higher claimed output.

Other similarities include an aluminum frame with sculpted front spars that help conceal the radiator, a 6-speed transmission with cable-actuated clutch, a pitifully small gas tank (3.4 gallons on the Octane, 3.3 on the Scout), a non-adjustable fork with 4.7 inches of travel, preload-adjustable dual shocks with 3 inches of travel and single 298mm disc brakes front and rear.

Victory isn’t beholden to the past like Indian, which gives its designers more flexibility. But they didn’t stray far from the tried-and-true formula. This is still a feet-forward, low-seat, belt-driven cruiser because that’s the type of motorcycle Americans buy more than anything else. The Octane has hot rod styling with matte gray paint, blacked-out components, mag-style wheels (18-inch front, 17-inch rear) and a bullet cowl with a dark tint screen. And the accessories list includes Stage 1 slip-on mufflers, adjustable piggyback shocks, a tachometer with shift light and a drag-style handlebar.

We’ll get a chance to ride the 2017 Victory Octane at Daytona Bike Week in early March. Stay tuned for our report.

The Magnum X-1 from Victory Motorcycles is the loudest Victory bagger ever built, designed for serious music and motorcycle fans. The new 2016 Magnum X-1 Stealth Edition is powered by a 200-watt 10-speaker surround sound audio system. Loaded with custom features such as billet wheels, a monochrome paint scheme featuring color-matched components and LED lighting, plus a MSRP that’s $1,000 lower than last year. Availability is limited, with dealers first getting the new model starting in February.

The Magnum X-1’s 2016 paint job reflects the latest trend with a Stealth Gray suede monochrome style featuring color-matched hinges, fender fillers, lower frame covers, dash, speaker grills and headlight bezel.

The motorcycle’s audio system lets you measure trips in both miles and decibels. Twist the throttle and plug into 200 watts blasting through two 6×9 woofers and two tweeters in the saddlebags, as well as two 5.25-inch mid-bass speakers, two 2.5-inch mid-ranges and two more tweeters in the front fairing. The audio system fully integrates into any Bluetooth capable device, and features an informational window for input and song selection.

The Magnum X-1 Stealth Edition features the largest front wheel offered by an OEM at 21 inches. The wheels are machined from a single block of aluminum to make them both lighter and stronger to maintain handling capabilities. In addition, the smoke-tinted LED headlight is 74 percent brighter than Victory’s standard halogen bulb, while the bike’s thin blade LED turn signals and flush LED tail lamp glow among the crowd.

The 2016 Victory Magnum X-1 starts at $23,499 ($23,749 California, $27,999 Canada). Riders will be able to enjoy the Magnum X-1 during Daytona Beach Bike Week, where it will be one of the featured demo models in the company display. To learn more about the Magnum X-1 and see the complete line of accessories, visit victorymotorcycles.com.

Victory Motorcycles revealed the final installment in its 1,200cc concept series at the International Motorcycle Show in New York City. The concept, called “Combustion,” is powered by the production version of the engine that made its debut last month at EICMA in Milan. Combustion was built by Zach Ness of Arlen Ness Motorcycles in Dublin, California and revealed at the Unions Garage in Brooklyn, New York, just prior to its public showing at the International Motorcycle Show in New York City.

“Our family has a long-standing relationship with Victory Motorcycles customizing many Victory production bikes in the past,” says Zach Ness, third-generation custom builder and grandson of the “Godfather of Customs,” Arlen Ness. “It’s always fun to look into the future—so to have the trust of Victory to create a more conceptual bike has been great. Also, as one of the first to ride this new engine it absolutely RIPS!”

This Ness concept follows the Milan, Italy, EICMA reveal of a concept bike built by Urs Erbacher of Switzerland. His concept bike known as “Ignition” took the first pre-production engine and wrapped it in an aggressive sportbike inspired stance intended to satisfy the needs of European riders.

Both the Ignition Concept and the Combustion Concept are propelled by production-intent engines that will power a new model Victory Motorcycle to be revealed in 2016. The engine is a 1,200cc liquid-cooled 60-degree V-Twin design with four valves per cylinder that is said will deliver the kind of engine performance enthusiast riders find exhilarating.

“This new engine platform offers the most versatility in American Motorcycling,” said Motorcycle Product Director Gary Gray. “Both concepts, Ignition and Combustion, are intended to show what this motor is capable of in very distinct, visual forms. While the bikes are very different, the powertrain is capable of delivering the performance required of the look in both cases.”

“Victory Motorcycles have taken a strong positioning as the Modern American Muscle brand,” said Steve Menneto, President of the Polaris Motorcycles Division. “We are excited about our path for this brand. Our latest work will complement the existing line-up of motorcycles powered by the award-winning Freedom 106 design.”

For more information on the Combustion concept bike, visit victorymotorcycles.com/combustion

Motorcycling is often compared to flying, since riders and pilots both enjoy a special blend of freedom, maneuverability and grace. But motorcycles and airplanes are often loud, with their engine and exhaust noises—for better or worse—dominating the sensory experience. I love the pulsing cadence of a V-twin or the high-pitched howl of an in-line four as much as the next guy, but I also appreciate moments of peace and quiet.

Hop on an electric motorcycle, twist the right grip and the first thing you’ll notice is…nothing. With minimal vibration and just the sound of wind rushing past, the sensation of speed, the texture of the road and the dynamics of the machine become more pronounced. At first it felt strange, as if something was missing, but I quickly came to enjoy flying through the air like a soaring bird.

In the U.S., there are two dominant players in terms of production electric bikes. Zero has manufactured several street, dual-sport and off-road models since 2010. Polaris Industries, parent company of Indian and Victory and an investor in Brammo Inc. since 2011, bought Brammo’s electric motorcycle business in January 2015. Brammo introduced the quirky-looking Enertia in 2009 (sold primarily through Best Buy electronics stores) and the sporty Empulse and Empulse R in 2012. In an effort to position Victory as its performance motorcycle brand—and, no doubt, to beat Harley-Davidson to the punch since its Project LiveWire electric bike has yet to enter production—Polaris gave Brammo’s top-of-the-line Empulse R a light refresh, badged it as a Victory and renamed it the Empulse TT, in honor of Victory’s third-place finish in the 2015 Isle of Man TT Zero electric bike race.

Compared to the Brammo version, the 2016 Victory Empulse TT has an upgraded lithium-ion battery with more capacity (11.4 kilowatt-hours, or kWh), lighter wheels, a narrower 160mm rear tire (down from 180mm), slightly restyled bodywork and a revised instrument panel. To convert its battery’s stored energy into forward motion, the Victory uses a liquid-cooled, internal permanent-magnet AC brushless motor made by Parker that’s rated at 54 horsepower and 61 lb-ft of torque and, to manage power delivery, a 550-amp SevCon Gen4 controller with regenerative deceleration, or “regen” (coasting and braking turns the motor into a generator that charges the battery). Although most electric motorcycles are direct drive with a single final-drive ratio, the Victory transfers power to its chain final drive via hydraulic clutch and a proprietary 6-speed transmission. Brammo incorporated a gearbox in the original Empulse because it felt that shifting was an integral part of the motorcycling experience, and it helps the bike reach its top speed of 100-plus mph. Use of the gearbox, with neutral located between second and third gears, is somewhat optional. The clutch is not required when pulling away from or coming to a stop, and you can start out in any gear and keep it there if you wish. A Victory representative compared the transmission to “a mechanical ‘mode’ switch in which the top speed of the bike is limited by the gear selected. Lower gears offer quicker acceleration, and the best gear for everyday riding without shifting is third.” There is a tachometer, with peak efficiency between 4,500 and 6,500 rpm.

The Zero SR, which was introduced for 2014 as a high-performance version of the S (Street) model we’ve tested previously (September 2011, January 2014), is equipped with Zero’s Z-Force lithium-ion battery with 12.5 kWh capacity, Z-Force 75-7R air-cooled, permanent high-temperature magnet AC brushless motor rated at 67 horsepower and 106 lb-ft of torque, and a 660-amp controller with regen. Our SR test bike also has the accessory Power Tank, a dealer-installed auxiliary battery that boosts capacity by 2.8 kWh, to 15.3, and accounts for 45 pounds of the SR’s 456-pound, as-tested curb weight. The Zero has no transmission or clutch; power is sent directly via carbon-fiber-reinforced belt to a large-diameter sprocket on the rear wheel, with a claimed top speed of 102 mph.

In terms of size, weight and layout, the SR and the 472-pound Empulse TT are similar to other middleweight naked bikes such as Ducati’s Monster 821 (which is rated at 112 horsepower and 66 lb-ft of torque). With a narrow, thinly padded, 31.5-inch seat that locks the rider in place, a longer reach to the handlebar and higher rear-set footpegs, the Victory has a more aggressive riding position and more cornering clearance than the Zero, which has neutral, upright ergonomics. The Zero’s 31.8-inch seat has a supportive shape and good padding, and the lower, mid-mount pegs provide plenty of legroom, though it’s easy to scrape your toes when leaned over.

Whereas previous Zero S models had rock-hard seats and budget components, the 2015 S and SR are more on par with gas-powered motorcycles, with fully adjustable Showa suspension with more than 6 inches of travel front and rear, disc brakes on both wheels with standard ABS and grippy Pirelli Diablo Rosso II tires. Likewise, the Empulse TT is fitted with fully adjustable Marzocchi/Sachs suspension with 4.7/5.4 inches of front/rear travel, triple-disc Brembo brakes (ABS is not available) and Continental SportAttack2 tires. Both bikes feel narrow between the knees and nimble in the corners, with aggressive steering geometry and short wheelbases (just 55.5 inches on the Zero, 58 on the Victory). With its Power Tank mounted where fuel would normally go, the Zero feels top-heavy and has a tendency to fall into corners. Although both bikes have regenerative coasting and braking, the effect isn’t the same as traditional engine braking and takes some getting used to. Nonetheless, when riding these bikes, they respond and feel like other motorcycles but with less noise and vibration.

In road tests we often talk about power curves, throttle response and engine character. Unlike the variable powerbands of internal-combustion engines, electric motors generate maximum torque immediately and can maintain a high level of torque over their operating range. Electric bikes use motor controllers to dole out power gradually—the more you twist the “throttle,” the more power you get and the faster you go. Both the Victory and Zero have very smooth and linear throttle response, with no peaks or dips. The Victory, however, is hampered by severe driveline lash, particularly at low speeds. Also, the Victory’s transmission takes away a key advantage of an electric vehicle—the simplicity and lightness of direct drive—and replaces it with an unnecessary, heavy gearbox with notchy shifting and a stiff clutch.

Even with the Power Tank installed, the Zero is 16 pounds lighter than the Victory and its motor generates much more horsepower and torque. In side-by-side acceleration tests, the Zero left the Victory in the dust. Although both claim a top speed in excess of 100 mph, the Zero’s air-cooled motor limits the bike’s sustained top speed. When the controller senses the motor approaching its maximum allowable operating temperature, it limits torque output and top speed. The Victory’s liquid-cooled motor is less susceptible to spikes in temperature. Nonetheless, we found that running the bikes at sustained speeds above 70 mph quickly depleted their batteries—as much as 2 percent per mile on the Victory, which, at 11.4 kWh, has 25-percent less battery capacity than the Power Tank-equipped Zero.

That brings us to the three major challenges with electric bike ownership: range, recharge time and purchase price. Both bikes have acceleration-maximizing Sport and power-saving Eco modes, though in practice, during real-world riding like we’d subject any motorcycle to, the modes made little difference in range. What matters is how much you twist the right grip. We didn’t achieve anything close to these bikes’ claimed maximum range, which is 140 miles for the Victory and 185 miles for the Zero. Like measuring fuel economy, we diligently recorded battery usage and mileage, and in mixed riding we averaged 60 miles of range on the Victory (high of 81, low of 50) and 77 miles on the Zero (high of 121, low of 60).

When it comes time to recharge the batteries, both bikes can be plugged into standard 110V wall sockets. The Zero comes with a simple black power cord that weighs one pound, tucks conveniently into a tube in the swingarm and plugs into a socket in the frame above the left footpeg. Fully recharging the Power Tank-equipped SR requires 10.5 hours, which can be reduced to 6 hours with Zero’s accessory 110V Quick Charger ($599.99; multiple Quick Chargers can reduce recharge time to just 2.8 hours). The Victory’s “tank” has a special port that accepts a J1772 Level 1 charger that looks like a small hair dryer, which has a heavy-duty cord that connects to a control box and a cord that plugs into a 110V wall socket. To take it with you, the bulky, 5-pound charger must be carried in a backpack or tail bag; Victory will soon offer an accessory version so you can keep one at home and one at work (expect to pay around $400 for it). Recharge time is 8-9 hours, and for much of that time the bike’s noisy cooling fan is running. A Level 2 charging station like you might find at the shopping mall and Victory’s accessory 240V/Level 2 charger ($399.99) reduce recharge time to just under 4 hours.

Electric bikes have come a long way in the past few years in terms of performance, range and design, as both of these bikes demonstrate. The Victory Empulse TT has sportier styling and ergonomics and higher-spec components, but the Zero SR is the clear winner here. It’s lighter, makes more horsepower and torque, is more comfortable, has smoother power delivery and more range, and comes with standard ABS. Zero also has a free smartphone app that connects to the bike via Bluetooth for tracking performance parameters and adjusting top speed, maximum torque and regen in Eco mode. With a base price of $15,995 and an as-tested price of $18,490 with the Power Tank (excluding dealer installation), the Zero also undercuts the Victory’s $19,999 price tag. For 2016, Zero promises 10-percent more range, a new internal permanent magnet motor with better cooling and higher sustained speeds, and a Charge Tank accessory for use with Level 2 charging stations. The Victory falls short of the Zero for now, but we expect Polaris will put its significant financial and engineering muscle toward closing the gap.

2016 Victory Empulse TT

Base Price: $19,999
Warranty: 5 yrs., 100,000 miles
Website: victorymotorcycles.com
Engine
Type: Water-cooled, internal permanent-magnet AC motor
Controller: 550-amp Sevcon Gen4 with regenerative deceleration
Battery: Brammo Power Lithium Ion
Max. Capacity: 11.4 kWh
Nominal Capacity: 10.4 kWh
Standard Charger Type: 3.6 kW
Input: Standard 110V or 220V
Transmission: 6-speed, hydraulically actuated wet clutch
Final Drive: O-ring chain
Chassis
Frame: Aluminum E-beam
Wheelbase: 58.0 in.
Rake/Trail: 24 degrees/3.8 in.
Seat Height: 31.5 in.
Suspension, Front: 43mm USD fork, fully adj. w/ 4.7-in. travel
Rear: Single shock, fully adj. w/ 5.4-in. travel
Brakes, Front: Dual 310mm discs w/ opposed 4-piston radial calipers
Rear: Single 220mm disc w/ 2-piston pin-slide caliper
Wheels, Front: Cast, 3.50 x 17 in.
Rear: Cast, 4.50 x 17 in.
Tires, Front: 120/70-ZR17
Rear: 160/60-ZR17
Weight: 472 lbs.
Load Capacity: 366 lbs.
GVWR: 838 lbs.
Performance
Claimed Peak Horsepower: 54
Claimed Peak Torque: 61 lb-ft
Claimed Top Speed: 100+ MPH
Claimed Range: 140 miles
Charging Time (110V): 8-9 hours

2015 Zero SR

Base Price: $15,995
Price As Tested: $18,490 (Power Tank excl. dealer installation)
Warranty: 5 yrs., 100,000 miles
Website: zeromotorcycles.com
Engine
Type: Z-Force 75-7 passively air-cooled, high
efficiency, radial flux, permanent high-temperature magnet, brushless motor
Controller: High efficiency, 660-amp, 3-phase brushless controller with regenerative deceleration
Battery: Z-Force Li-ion intelligent
Max. Capacity: 12.5 kWh (15.3 kWh with Power Tank, as tested)
Nominal Capacity: 11.0 kWh (13.5 kWh with Power Tank, as tested)
Standard Charger Type: 1.3 kW
Input: Standard 110V or 220V
Transmission: Clutchless direct drive
Final Drive: Belt
Chassis
Frame: Aluminum twin-spar
Wheelbase: 55.5 in.
Rake/Trail: 24 degrees/3.2 in.
Seat Height: 31.8 in.
Suspension, Front: 41mm USD fork, fully adj. w/ 6.25-in. travel
Rear: Single shock, fully adj. w/ 6.35-in. travel
Brakes, Front: Single 320mm disc w/ asymmetric 2-piston floating caliper & ABS
Rear: Single 240mm disc w/ 1-piston floating caliper & ABS
Wheels, Front: Cast, 3.00 x 17 in.
Rear: Cast, 3.50 x 17 in.
Tires, Front: 110/70-ZR17
Rear: 140/70-ZR17
Wet Weight: 456 lbs. (as tested)
Load Capacity: 320 lbs. (as tested)
GVWR: 776 lbs.
Performance
Claimed Peak Horsepower: 67
Claimed Peak Torque: 106 lb-ft
Claimed Top Speed: 102 MPH
Claimed Range: 185 miles (as tested)
Charging Time (110V): 10.5 hours (as tested)