The original Victory Cross Country debuted two years ago to widespread acclaim as a serious tradition-minded touring machine, one that slotted in nicely with the Victory stable between the more minimalist Cross Roads and the futuristic Vision luxo-tourer. And while the Cross Country remains in the lineup for 2012, it took a back seat during this year’s 2012 Model Year press launch to its new heavyweight brother, the Cross Country Tour.
Building the Cross Country Tour turned out to be a remarkably simple task—take a proven product, listen to the complaints and suggestions of the owners and then integrate those revisions into an upscale new model. Retaining the product line’s rock-solid, cast-aluminum chassis insured a solid platform on which to start construction. The 43mm inverted cartridge forks are perfectly tuned and were already noted as providing one of the most stable rides of any bike on the market. Likewise, the single rear mono-tube shock was already a proven winner and rounds out the suspension package for 2012 with an increase in response to an amazing 4.72 ″of travel. The unit is air-adjustable via a Schrader valve located under the right side cover. The hand air pump is not a standard accessory but should be since a mere 10-pound adjustment transforms the Tour from a plush Interstate cruiser to a serious canyon carver. And with a respectable 32-degree lean angle, there were quite a few floorboards being scraped as the 18-member group of writers and test pilots headed out of Park City, Utah, for a three-day, 1,000-mile press junket to the Sturgis Rally.
Back for 2012 is the lusty 106-cubic inch, eight-valve Freedom motor making modestly more horsepower and torque figures than its nearest 103" V-Twin counterpart. The powerplant’s main claim to fame is its smoothness, attained by the use of a 50-degree cylinder configuration. When that smoothness is combined with the company’s proprietary 6-speed overdrive transmission, things start to get interesting real quick and you can be quite surprised by the aggressive nature of this union. But despite an exhaustive reengineering of the transmission last year (resulting in a dramatically improved device), I was still met with a resounding clunk when addressing each gear. The shifting is solid and positive but I was hoping for a near-silent “snick” instead of a clank. Neutral remains a cinch to locate.
The basic body work remains the same as what has been offered on the Cross Country, with a six-gallon gas tank, familiar fenders and the most rider-friendly saddlebags on the planet. Measuring in at 10.7 gallons each, they are truly a one-handed operation using a simple push- button, grab lip and full-length hinged lid that opens outward providing total access to the ample interior. New for the Tour, a set of chrome guard rails along the front and bottom of the bags provide a nice accent—but little to no protection. The bags are lockable with a key matched to the ignition and the flush, aircraft-style, locking gas cap.
Seat height has been dropped an additional 1/4″ to a low 26.25 inches. But it remains cramped despite a decent lumbar section in front of the passenger pillion. Plus it almost seems too soft without enough support for the long haul. The oversized “Sasquatch” rider floorboards are back, providing space to accommodate even the largest Bigfoot. Unfortunately the rear master cylinder is also back for 2012. It’s a bare-bones, no-frill mechanism that looks like it would be more at home on a Limpnickie project rather than a custom cruiser. Connecting such an elegant chrome brake lever to a gadget so utilitarian continues to puzzle.
The stylistic batwing fairing remains pretty much unchanged during its transition from Cross Country to Cross Country Tour. Nestled between the analog speedometer and tachometer is a LCD instrument screen with an odometer, two trip odometers, fuel economy figures, and an estimated range of miles left in the tank according to the latest performance numbers. These are activated by a nifty forefinger button located just above the clutch perch. Other warning lights include low fuel, high beam, neutral, oil pressure and turn indicators. Controls for the radio dangle below the clutch perch on an independent panel. A similar one on the right side is reserved for the cruise control. The cruise control on my test model had a difficult time maintaining a constant speed, resulting in a surging effect that caused the bike to oscillate within a 2–3 mile range. This caused me to fall into a rocking motion when the unit was engaged. Whether or not this was a minor glitch that could be adjusted, it remained an annoying factor I never grew accustomed to. The handlebar is a tiller-style which, although it appears strange at first, provides excellent reach and maneuverability. The clutch is a standard cable design but requires only minimal pull.
So what makes the new Cross Country Tour a superior road machine if it’s almost a carbon copy of last year’s Cross Country? That answer lies in the touring accoutrements lavished upon the base model and now considered as standard equipment.
Gone is the short eyebrow windscreen, replaced by a true windshield that measures 8″ taller. It has long-fingered mounting brackets that evenly distribute air pressure, eliminating any flex at high speeds. The taller unit can also be interchanged with the earlier abbreviated version for a more stylish look. The eyebrow will even store in the saddlebag for installation after arrival at your selected site of swagger. The taller windshield is truly effective in reducing wind turbulence, allowing high-speed rides without the customary lost bandana syndrome. As a part of what Victory calls the Comfort Control System, twin mini deflectors are affixed to the lower section of the fairing, allowing for a fully adjustable air flow across a rider’s torso and face. A set of hard lower fairings come standard on the Tour with each side offering a one-gallon storage bucket behind a hinged door. The left side also contains an iPod connection that is tied into the stereo system. Additionally, the lower fairings house pivoting air control vanes that are adjusted with an internal handle. As the second part of the Comfort Control System, when combined with the mini fairing deflectors, these vanes provide a wide range of air venting options that make for a cooler ride by redirecting excessive engine heat. But those in love with the forged engine guards supplied on the basic Cross Country will be disappointed to learn they have been replaced with a tubular style to accommodate the mounting of the new lower fairings. There was simply no way to integrate the two.
Rounding out the Comfort Control System complement, a heated seat and heated grips come as standard equipment on the Tour with both performing excellently. Also new on the 2012 Tour, adjustable passenger floorboards allow for 2″ of vertical travel and 10 degrees of rotation.
A cavernous tour trunk comes standard and, with 17.7 gallons of capacity, will simply swallow most anything you throw its way. This brings the bike’s total storage capacity to 41 gallons, reportedly the largest of any production motorcycle. The trunk is a quick-release unit that, once removed, offers a sleek, cut-down profile to the bike. It also has a passenger backrest, a pair of integrated speakers, an illuminated tail section and a 12-volt power outlet inside.
As nice as all of those new comfort and stowage features are, the greatest wow factor of the 2012 Cross Country Tour is the handling. Normally when I jam the Black Hills, I’m the one braking into corners and shutting it down when whipping through canyons. This time I was braking for those riders ahead of me that were braking into the corners. It’s like, “Get out of the way, I got this!” Dancing through 20 miles of rain while coming over the Continental Divide in the Rockies proved just as stable. Adding to the experience, formidable ABS brakes come standard on the Tour. So while I’m not certain that confidence makes for a better rider, it definitely makes for a better ride. I did notice a light-feeling front end at 115 mph. I was told by an engineer along for the press ride that at high speeds the lower air louvers should be totally closed so as to not cause wind directional steering problems. I closed the vanes and the problem disappeared.
If the Cross Country was originally targeted to compete with the Street Glide, then it’s easy to see the Tour wanting to square off against the Electra Glide. This bagger has come of age. Yes, it could use a healthier sounding set of pipes. The wiring along the handlebars could use some streamlining, as well. And a bike of this stature really needs more paint options—it comes in black, white and red only. But overall, that’s not much to bitch about. And with a MSRP of only $21,999, hopefully there should be a little something left in the kitty for a few upgrades.
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© 2012 Thunder Press, Inc.
