First Ride 2007 Victory Hammer S - Motorcycle.com
October 2006
When any product, however subtly, aligns or identifies itself with a particular market it won't be judged solely on its own merits, but by all of the other products similarly seeking that same market.
For example, if you're going to call yourself a sportbike in the new millennium you'll have to accelerate with enough g-force to shame a German-built centrifuge, stop like you have tractor-trailer air-brakes and handle like a Formula One race car. Marginal differences notwithstanding, if your machine can't at least hang with the crowd, you stand a very good chance of being skewered by the critics.
Being relatively new to the motorcycle scene hasn't stopped or even slowed one maker -- Victory Motorcycles -- even moderately from growing their company and their line of machines. Considering that they've been retailing bikes since 1998, the following statement by Product Manager Steve Smith is bold and impressive: "Since 2003 our entire line has been revamped." In 2005, as part of the full-steam-ahead-damn-the-torpedoes attitude that Victory has adopted, the Hammer was added to their line. Part custom cruiser, part sport bike -- at least in spirit -- this torque-driven looker was aimed at a younger, performance-minded audience. Victory wanted to capture the attention of riders transitioning from the sports side of cycling to the more relaxed and rapidly expanding cruiser market.
"All of our decisions are based on the voice of the customer." That's another strong conviction that Steve Smith says is integral to the Victory philosophy. I'm not sure who Victory was listening to when they created the 2007 Hammer S -- I'd like to think it was the editorial staff at MO -- but they must have heard the cries of those who thought the Hammer needed to steer and handle much better than it did if they wanted it to be taken seriously as a "power" or performance cruiser. Yes, something significant has changed about the base Hammer model and it's called the Hammer S. How significant of a change was it? And did it make the bike better or worse? To find out, MO accepted Victory's invitation to come to Rancho Mirage, CA --near Palm Springs-- and see for ourselves just what this S model was all about.
On the S, you'll find the same air/oil-cooled, SOHC, eight valve, 100 cubic inch 50 degree V-twin power plant with exactly the same hydraulically adjusted valve lifters and cam chain. You'll note that it has the same 9.8 : 1 compression ratio. Just like the other Hammer, the S is fuel injected with 44mm throttle bodies. That smooth, Japanese-like -- that's a good thing -- six-speed overdrive transmission is also on the S model. The powerful and easily modulated Brembos that squeeze dual, floating 300mm brake rotors have a home on the Hammer S as do braided stainless steel brake lines. Front suspension duties on the S are handled by the same, formidable 43mm inverted forks; just like its Hammer brother. The rear shock gets equal exposure on the S. And, of course, the now fabled and fat 250 series Dunlop still managed to sneak its way onto this tough-looking version of the Hammer.
In fact, about the only things not blacked-out are the exhaust, the wheels and half of the paint scheme. The exhaust pipes retain their classic cruiser chrome. As for the wheels, instead of the standard polished billet units, the S receives a set of beautifully-styled, red-powder coated Gatlin wheels by Performance Machine. The paint scheme, from the headlight to the tail section, receives a tasteful, yet tough-looking mix of the red and black. The Hammer S continues to do the Hammer name proud by looking as good as ever.
In spite of my best efforts -- including threatening to tar and feather -- I could not, for the life of me, get any Victory staff member to tell me that other than the handlebars, no piece of functional equipment had changed on the bike. This was extremely hard for me -- and other journos in attendance -- to accept. It seemed far too inconceivable that the ill-fated handling of the other Hammer would virtually disappear with a bar swap. Gone is the tendency to "center", or reluctance to stay leaned over after initiating a turn -- a flaw many were sure was the fault of the big rear tire. Where the V-barred Hammer resists maintaining an effortless line through a turn, the S model requires very moderate counter-steer pressure to stay on tack. Mid-turn direction changes are greeted with little complaint and handled with aplomb. Stability through every corner is something you come to expect while riding the S, rather than a rare experience on the standard Hammer.
All of the same great traits that exist in the other Hammer are present in the S. Raw torque combined with tall gearing and an overdrive mean no tap dancing on the shift lever -- the overdrive is almost the exclusive territory of the freeway. Shifting is de facto flawless -- it actually seems to prefer clutchless-upshifting. Braking qualities are accentuated by good feel and ease of use, albeit with a soft initial bite. The same powerful 100 cubic inch engine that everyone loves and is the "heart" of the bike does suffer some vibration starting around 4,000 rpm, but this is easily forgivable. Fueling is glitch-free and it lacked any hesitation, giving the sensation of instantaneousness. Just like on the standard Hammer, the S model's suspension keeps the bike well-behaved overall; but the bike does get a little unsettled over rough pavement when pushed to its restrictive, cruiser-platform limits. If Victory would allow the forks some rebound adjustment, this would probably solve some of that sketchiness.
After, um, hammering the Hammer S, I came away with one conclusion: they finally got it right! Of course it took me a couple of hours to wipe the ear-to-ear grin off of my face before I could come to the aforementioned conclusion. Victory has finally achieved in the S model all that they touted the other Hammer to be or what they hoped it was. The Hammer S has the soul of a cruiser with the willing spirit of a performance-inspired motorcycle.
This new bike was such an improvement as far as I was concerned that I was shocked to learn that the V-bars will remain on the non-S model, thereby creating two Hammers. Too bad in my mind, because anyone would benefit and appreciate what Victory has done to the S. Unfortunately for many, this welcome change may not come with a welcome price tag.
The Hammer S will have a suggested retail of $19,749.00 ($19,999 CA model). Otherwise, well done Victory. Well done.
Of Note:
The 2007 Kingpin Tour picked up a trunk for the new model year, and with it picked up enough storage to nearly double its capacity, bringing the total to 22 gallons. Other than the addition of this trunk that can hold up to 20lbs of gear, the Tour remains unchanged.
The much-hyped and much-anticipated "New American Touring Motorcycle" is nearing completion and we hope to actually see the bike before the end of 2006.
The current status of this uber tourer according to Victory is as follows:
- Initial consumer clinics are complete (presumably focus groups)
- The final design has been selected. (Earlier this year they had four to play with.)
- A full-scale concept model has been developed and is complete.
- Extensive testing is currently underway.
Good luck Victory. We certainly hope all those existing riders gave you what every touring rider wants, whatever that may be.
More by Pete Brissette, Managing Editor
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