Not as filled-with heritage as the competition, but backed up by the impressively smooth-performing and reliable fuel-injected 100 cubic inch (1,634cc) V-Twin motor that puts down 85 horsepower and 106 ft-lbs of torque, the two Kingpin models are expected to further disseminate the Victory name in every corner of the world that at one time in its existence was introduced to paved surfaces. That data translates in immediate departures from standstill and more than decent passing power.
Of course, that also implies the six-speed overdrive constant mesh transmission. Given to the impressive torque, there will not be necessary to change the gear if you are rolling down the open road in fifth and need to pass up station wagons that will instantly have the kids glued to the side windows as you role next to them. “Don’t wave to them!” , said mom and dad, but there are no ears to hear them.
The bad boy look is not only given by the timeless looks of the bike, but also by the relaxed riding position with floorboards next to the engine and the handlebars smoothly following the gas tank’s lines. Those bars are sustained by a pair of inverted forks that are meant to make handling the easiest thing and have no problems riding this cruiser as aggressively as you may dare. Don’t be fooled by the heel-toe shifter, the Kingpin has sporty velleities too.
The Kingpin started completing Victory’s lineup ever since 2004 when it was introduced as the bold-looking cruiser featuring a 91.96 cubic inches engine mated to a five-speed gearbox. The air-cooled V-Twin engine was fuel-injected from the very beginning, which meant a lot, and the power was transmitted to the rear wheel through a belt drive. This feature can also be found on the 2009 model year.
In 2005, the Kingpin would have received the Victory electronic fuel injection system with 44mm throttle bodies, something that made the bike a little bit more potent and a more worthy to be taken in consideration alternative. The inverted cartridge telescopic for was present all along.
Two years after the bike’s launch, its manufacturer decided that it was time for a big revamp, one that it would imply many unique color schemes, but, most importantly, an engine that had undergone a steroids treatment. Yes, the fuel-injected, 100/6 Freedom V-Twin was introduced and it brought a whole new kind of excitement to the now famous Kingpin. Also, the six-speed tranny found its place on the bike that year and the event was carefully marked with a host of color schemes rarely seen on a production bike: Indy Red, Supersonic Blue, Super Graphite over Turbo Silver, Sedona over Stone Beige, Silver over Black with Cosmic Flames and Pearl White over Stone Beige with Cosmic Flames.
In 2007, Victory puts in practice its plans to extend the success of the Kingin to a larger category of riders, especially the ones that prefer long trips that involve luggage, a second passenger that would also travel in complete comfort, as well as decent wind protection. Introducing the all-new Victory Kingpin Tour! A Kingpin with a screen, sidecases and topcase, the new cruiser left no room for mistakes in the heads of future Victory riders. The frame, engine and rims were matte-black painted for a classy look.
It has indeed followed a short, but fulfilled evolution, with only color changes in 2008 and the upcoming success of the 2009 model year.
Built against classic Harley models, the Kingpin manages to reach a sufficiently high level of success and become worthy of being compared with the 2009 Harley-Davidson Softail Deluxe, a cruiser that, contrary from the Kingpin, goes back to the days when it was all about an engine, two wheels and a pair of handlebars. The nostalgic look would apparently set it apart from the modern Victory, but the fight is between retro and this other interpretation of the word classic.
The engine on the Softail Deluxe is a 1584cc V-Twin also mated to a 6-speed gearbox. It develops 89.70 ft-lbs of torque at 2750 rpm and, because a manufacturer such as Harley-Davidson doesn’t consider necessary mentioning the horsepower, we can only approximate it at around 77 hp.
The Kingpin Tour also finds itself a competitor in the Harley-Davidson lineup and it is called the Heritage Softail Classic. Like the Victory Tour, this is an extension of the simple model so it features the same engine and chassis, while the screen and saddlebags come as the distinctive touch and the main difference between the models.
Riders visiting Victory showrooms are immediately caught up by the cruiser’s design as this one only needs a dummy to make it look like cruising on the showroom’s floor. It features classic flared fenders, a custom-like headlight and smooth gas tank built around that massive V-Twin that sends a pair of chromed pipes to the rear end, covering the belt final drive located on the right side of the rider.
For 2009, Kingpin models receive a pair of new, Stingray cast wheels that reduce weight and also improve the visual of the bike, leaving no room for impish comments about it.
Like on any classic cruiser, chrome is a must so it can be found on the rims, headlight cover, forks, handlebars, engine, exhaust, and many more pieces.
The bike’s smooth, flowing lines culminate in a 26.5 inches seat height. Handlebars are pulled back at the rider for a stress-free riding position, while the floorboards position isn’t demanding on the legs and the commands are reached easily.
Color options for both 2009 models are: solid black, solid blue ice, solid super graphite 2 tone Blue Ice/Pearl White w/Carbon stripe, 2 tone Midnight Cherry/Pearl White with Carbon stripe.
The MSRP for the simple model situates at the decent level of $16,399 while the fully accessorized model known as the Tour costs $18,399. Can’t believe the color option doesn’t make a difference, but in the end that’s an advantage.
Although not heavily revised, but carrying on proudly in Victory’s lineup, the two Kingpin versions are indeed decent alternatives for most notorious bike builder ever. This last’s throne will start shaking if such models keep on appearing, but not in the near future…I suppose. Victory likes taking its time with new models so that they deserve the attention they benefit of when being launched and the buck spent on them.
Engine and Transmission
Displacement: 100 ci / 1634 cc
Engine Type: 4-stroke 50° V-Twin
Cooling System: Cooling System
Bore x Stroke: 101 x 102 mm
Compression Ratio: 8.7:1
Valve Train: Single overhead camshafts with 4 valves per cylinder, self-adjusting cam chains, hydraulic lifters
Fuel System: Electronic Fuel Injection with dual 45 mm throttle body
Fuel Capacity: 4.5 gal / 17.0 ltr
Exhaust: Staggered slash-cut dual exhaust with crossover
Oil Capacity: 5.0 qts /4.75 ltr
Charging System: 38 amps max output
Battery: 12 volts / 18 amp hours
Primary Drive: Gear drive with torque compensator
Clutch: Wet, multi-plate
Transmission: 6-speed overdrive constant mesh
Final Drive: Carbon Fiber Reinforced Belt
Chassis and Dimensions
Front Suspension: nverted cartridge telescopic fork, 43 mm diameter, 5.1 in
130 mm travel
Rear Suspension: Single, mono-tube gas,cast aluminum with rising rate linkage, 3.9 in
100 mm travel, preload adjustable spring
Front Brake: 300 mm floating rotor with 4-piston caliper
Rear Brake: 300 mm floating rotor with 2-piston caliper
Front Wheel: 18 x 3.5 in
Rear Wheel: 18 x 5.5 in
Front Tire: 130/70 B18 Dunlop 491 Elite II
Rear Tire: 180 55-B18 Dunlop D417
Length: 99.5 in / 2537 mm (102.9 in / 2614 mm on the Tour model)
Wheelbase: 65.6 in / 1666 mm
Seat Height: 26.5 in / 673 mm
Ground Clearance: 5.8 in / 148 mm
Rake/Trail: 32.8° / 5.4 in / 138 mm
Dry Weight: 663 lbs / 301 kg (728 lbs / 330 kg on the Tour model)
GVWR: 1234 lbs / 560 kg