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Kawasaki VN 1700 Voyager Custom and Victory Cross Country Tour put to the test

Great cruiser: Kawasaki versus Victory

Search far in the wild east of Central Europe. The two touring cruisers from Kawasaki and Victory with their fat 1.7 liter V2 engines and pampering equipment are perfect for this. A road movie.

Jacek Ociepko is happy. The editor-in-chief of “Motocykl”, the Polish editing of MOTORRAD, greets us German guests in Wroclaw very hospitalably. Did we come to Breslau specifically for the European Football Championship, the city where the first magazine “Das Motorrad” appeared on October 4, 1903 – because “Victory” means “victory”? No, we’re not about football. We just take the touring cruisers with ABS and easy-care toothed belts at their word, test their long-distance qualities on the road. With a US bike and a Nippon cruiser to round encounters in the EM countries Poland and Ukraine.

Well, well-groomed understatement is not the great strength of the gigantic road cruiser: the rounded Kawasaki VN 1700 Voyager Custom and the even more expansive, sharply drawn Victory Cross Country Tour. If you don’t want to attract attention, you should try something else. How was the 775 kilometer long first stage with the two-wheeled space gliders to Wroclaw, one of the most beautiful old towns in Europe?

Extremely relaxing and comfortable. And this despite the fact that the Victory’s on-board thermometer remained at an uncomfortable 11 ° C at the beginning of June. Noon. Cruise control on and off for it. Both cruisers carry their captain without tension or other seating problems, even over longer daily stages. Whereby the Victory offers even better support for the lumbar vertebrae and fits its driver into the lush seat upholstery. Great furniture.

L.So they are fit for fear. Entertaining too. Just because of their wonderfully anachronistic, long-stroke V2 engines: more than ten centimeters of stroke and piston diameter are a word. But for real 73 or 85 hp, you would get by with a third of the displacement.

Kawasaki VN 1700 Voyager Custom and Victory Cross Country Tour put to the test

Great cruisers: Kawasaki versus Victory

VN 1700 Voyager Custom. The "Freedom-V2" of the red, black or even white lacquered Victory even offers a full 1731 cm3, 106 cubic inches.

No, these road cruisers in the 400 kilo class do not define themselves through pure performance: the water-cooled Kawasaki is just below this mark at 386 kilograms, the much larger-looking, air-cooled Victory from the USA weighs 401 kilograms. Are just very solidly built, with massive metal fenders and lots of chrome. And equipped with three-digit mountains of torque – the Kawa pulls real 124 Newton meters, the Victory 133.

That is less than the factory specification and not a particularly high yield for such XXL motors. But whatever? In the wide saddles you experience propulsion differently, away from the hustle and bustle. Should a jostling TDI overtake. It just doesn’t matter. The main thing is that you are on the way. A cult bluesmobile with a big V8 engine doesn’t live on numbers either.

Bilski

Kawasaki VN 1700 Voyager Custom and Victory Cross Country Tour. Both cruisers take experienced drivers easily and relaxed into endless expanses.

The lavishly stocked Victory for 21,500 euros comes out of the hooves a little faster than the 12 hp weaker Kawasaki for 18,000 euros. The kick in the back when accelerating is restrained. Much more fascinating, on the other hand, is how the two V-Zwos speedometer displays 130 with just 3000 revolutions. Thanks to six-speed gearboxes with overdrives that reduce engine speed. That is and makes you really cool! The next morning, further east.

But before that, the two thick ships must be maneuvered safely from the hotel parking lot, which is guarded at night. Maneuvering is not an easy task. “Are those still motorcycles?” Asks the friendly porter. Well, when it comes to the colossus of Victory, one can doubt. 2.75 meters long, more than a Smart! Sheer bulk and size. It feels like you’re sitting far away from the front wheel: When turning, the wide deer antler handlebars, which are strongly cranked towards the driver, pull it far out of the central position, out of the driver’s hand. Long arms are required. More strength.

And a dose of courage. Only veterans hit the handlebars, which are mounted in cushioning rubber elements, fully to the stop. You have to dare to fully savor the not-so-large turning circle. Because there is no feeling for the front wheel at walking pace.

It has to be somewhere up front … Add to that the high center of gravity of the white giant. With a driver and just a bit of luggage, it’s a real half-ton truck. If the worst comes to the worst (tried it out yourself), it gently lays down on the huge crash bars and chrome rails at the front and back without a single scratch in the paint. great.

Jurgen had other problems on the Kawasaki. The Voyager Custom looks more delicate, it is a chopped full dresser in the "bagger style". But in real life she needs even more effort when balancing from the side stand to the vertical. In addition, it is a tad higher and cut a lot wider. When driving, she spreads her legs more. The feet rest less stretched forward than on the Victory on the running boards. Small drivers sit on the Kawa more compact, more assembled. But they do not get both soles of their feet on the saving earth. This is exactly what the Victory, which is narrow at the transition from the tank to the seat, allows. Your stiff side stand needs attention for this. Uff, done, both cruisers turned. begin!

The Victory sounds restrained when standing. Suction snorkeling and mechanical noises dominate, a noticeable ticking. Presumably the maintenance-free hydraulic valve lifters for the four-valve heads, each equipped with an overhead camshaft.

The Kawasaki has all of this. But it thunders more bass, thuds more dull and sonorous from the elongated side pipes, which are also laid left and right. Kalonk! The first courses are there. The interlocking of the massive gear wheels is reminiscent of the setting of a railway switch. Every, really every gear change, even engaging neutral when coasting, is loudly accompanied by the gear box. Klock. The lead-heavy crankshafts should turn at least 1500 times, in the upper gears more than 2000 times, deep in the engine room. Otherwise it will jerk.

Bilski

Lots of fans in front of the noble Hotel "George" in Lviv.

Whereby the Kawa-V2 is a bit more powerful in the lower speed range and, if necessary, also turns further over 5000 turns. Its preferred speed is around 3000 rpm, the comfort range of the Victory between 3000 and 4500 tours. Engage sixth gear in the morning and take it out again in the evening? Long translations thwart this. Before overtaking on the country road, you have to switch back. Practical: the Japanese woman’s rocker switch allows hacking tricks.

On the other hand, its hydraulic clutch is not as finely adjustable as its American cable counterpart. The Nippon-V2 is a delight to the soul: thanks to two chain-driven balancer shafts, it pulsates well-dosed and still pleasant. And you can take it easy on the gas with two electronically operated 46 throttle valves.

The Victory-V2 accelerates harder, especially after taxiing phases. And he has more play in the drive train. From 3000 rpm, the Cross Country changes its sound. Now under a decent V2 staccato she rushes forward, hammering harder out of the airbox. And the good vibrations? Falling
more subtle, never disturbing.

You can tell that the mighty 50-degree V-Twin runs without ever suffering from it. The cross-country engine has 73 hp (54 kilowatts) ex works. Victory dethrottles it free of charge to a nominal 83 or now 88 HP – by removing the throttle valve stop and the intake reduction from the air filter box.

The Americans have the injection of the cylinder-sized cylinders under control. But when in doubt, the air-cooled engine runs rather richly. Black sooty exhaust ports herald this. And very thirsty 7.4 liters of gasoline consumption at motorway speed 140. Then you refuel every 250 kilometers.

Tribute to the drag of the rolling living room cabinet wall. Below 120 km / h the Victory is much more economical. The air-cooled flail crackles for hours after it has been put down. The Kawasaki can easily get by on the track with one liter less. More effective water cooling allows leaner tuning, its smaller frontal area also has a positive effect. In return, it is pretty airy and drafty behind the capped pane. Head, shoulders and lower legs are full of air. At least completely free of turbulence. Behind the king-size pane of the Victory it is absolutely calm and calm. You can hear your favorite songs even with 130 things. Surround sound from four boxes, two in the front and two in the top case, ensures a high level of audio enjoyment. The cockpit shows the station and, in MP3 mode, music titles such as the band name. The Kawa is also a real music steamer, with radio and iPod compatible. But the equally good sound of the two 40 watt speakers in their front paneling can only be heard up to country road speed due to the great wind noise.

The Victory has a total of 155 liters of storage space: 80 liters are used in the top-loading case, the rest in the LED-equipped top case and storage compartments in the front. Usus is a one-key system like the Kawa front-loading suitcases. With a top case and better wind and weather protection, Kawasaki is offering the standard Voyager with a huge window and two fog lights – for 2000 euros more than the custom. Victory, on the other hand, offers a slightly slimmed-down version: The Cross Country is also available with a smaller pane, without a topcase and the addition of "Tour" for 20,000 euros. She weighs a delicate 367 kilograms. Either way: Corresponding models from Harley-Davidson are more expensive.

On the way to the east, the Victory shines with wind and weather protection. You can drive for hours with your visor or open face helmet open. Rotatable fins under the fairing and inside the gigantic leg shields direct cooling or, depending on the position, even the wind heated by the engine onto the rider’s torso – top touring virtues!

Only when it rains, a windscreen wiper would be needed, as the drops on the steeply positioned windshield block the view. In the meantime we have reached Ukraine, it is getting warmer. Continental climate. Behind the EU border, the roads are getting worse, the conditions are simpler, the people are poorer, and the social gap is increasing. Until pure luxury comes to the world cultural heritage site of Lviv. Ukrainians approach the huge motorbikes, pose for photos, speak to us. Pretty ladies want to try their seats. The opulent Victory seat is the first choice for a pillion passenger. The one of the custom is much smaller and unhappily slopes backwards. It doesn’t matter, that’s how East and West come close. Too close? When “parking out” on a downhill slope, the Victory topcase rams the fender of a closely parked Daewoo taxi. There is a dent on the car, the paint is off, and nothing on the motorcycle. Only costs a touch-up pen for three euros.

Bilski

Wild East: Country life – somewhere in a Polish village, Papa on the big Kawa is a real sensation.

On the move again, we circle around doormat-sized, crater-deep potholes in the asphalt. Cars also hit the hook like rabbits on the run in order to protect the chassis. The Kawa drives significantly more precisely and with more precise steering despite the balloon-like 16-inch front tire. Your conventional fork is responsive. More manageable and with a lot more feedback, the Kawa circles curves and obstacles of all kinds. However, their air-assisted suspension struts only offer a mere 80 millimeters of suspension travel. Their underdamped rebound stage lets the rear swing happily on heavy bumps.

The heavy Victory has a sturdy aluminum bridge frame instead of the steel frame of the Kawasaki and an equally attractive upside-down fork. Its central spring strut with a full 120 millimeters of spring travel has more reserves ready on rough cobblestones. There is no feedback at all from the smaller, larger front wheel (130/70 R 18). And to give in, you need an energetic impulse. You drive comfortably, almost like a litter. But also wrapped a little in cotton wool, decoupled. Like in a Mercedes limousine. Fortunately, the Dunlop Elite 3 tires grip well even on wet roads, like the Kawa’s Bridgestone Exedra.

In deeper inclines, the Victory touches down first with the silencers, threatening to break out in bumps. The Kawa colossus is more harmless with the flexible running boards. The Victory wears a passably regulating ABS from Nissin.

Both wheels are braked completely separately. Annoying: When you reach for the hand lever, it feels as if there is air in the long lines – the ABS control modulator is located at the back under the rear fender. Only repeated follow-up builds up full pressure point.

Doesn’t know the Kawa. Your clever combination brake system "K-ACT" does not waste meters despite the higher hand force. Up to 20 km / h, the front and rear wheels brake separately for good control in tight bends and when turning. At higher speeds, the hand lever couples all three brake discs, the car-like brake pedal couples the rear brake and the right front brake. We still have the entire return trip, 1500 kilometers back. No problem, the good-natured giants celebrate enjoyable travel. No black and white painting: The characterful Kawasaki is more stable, more direct, more active, the Victory the better tourer. Both are great cruisers.

Technical specifications

Bilski

Picturesque: Oder Bridge in Wroclaw.

Kawasaki Victory engine 
type design Two-cylinder four-stroke 55 degree V engine Two cylinder four stroke 50 degree V engine
injection Ø 42 mm Ø 45 mm
coupling Multi-disc oil bath clutch  Multi-disc oil bath clutch 
Boron x stroke 102.0 x 104.0 mm 101.0 x 108.0 mm
Displacement 1700 cm3 1731 cm3
compression 9.5: 1 9.4: 1
power 54.0 kW (73 hp) at 5000 rpm 61 kW (83 PS) at 4500 rpm
Torque 136 Nm at 2750 rpm 143 Nm at 2500 rpm
landing gear
frame Double loop frame made of steel Bridge frame made of aluminum
fork Telescopic fork, Ø 45 mm Upside-down fork, Ø 43 mm
Brakes front / rear Ø 300/300 mm Ø 300/300 mm
Systems assistance Compound brake, ABS SECTION
bikes 3.50 x 16; 4.50 x 16 3.00 x 18; 5.00 x 16
tires 130 / 90-16; 170 / 70-16 130/70 R 18; 180/60 R 16
Tires Bridgestone G721 / 722 "E" Dunlop Elite 3
Dimensions + weights
wheelbase 1665 mm  1670 mm 
Steering head angle 60.0 degrees 61.0 degrees
trailing 177 mm 142 mm
Front / rear suspension travel 140/80 mm 130/120 mm
Seat height * 730 mm 720 mm
Weight with full tank * 386 kg 401 kg
Payload * 177 kg 217 kg
Tank capacity 20.0 liters 22.0 liters
Service intervals 6000 km 8000 km
price 17,995 euros 21,490 euros
Additional costs 180 euros included

* MOTORCYCLE measurements

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