Top test: Victory Cross Roads Deluxe


Top test: Victory Cross Roads Deluxe

Top test: Victory Cross Roads Deluxe

Victory Cross Roads Deluxe in the test

For the Cross Roads, a cross between cruiser and tourer, the moment of truth strikes in the top test: Is the new Victory model trimmed for comfort a winner?

In flip-flops on the Zugspitze? Shuffle across the sandy Baltic Sea in trekking boots? Total nonsense! So what is an expansive touring cruiser weighing more than 350 kilograms, which you would rather imagine on four-lane US highways, doing on winding, mostly overcrowded German roads? Well, the same as the Honda Gold Wing, Harley E-Glide and other heavyweight two-wheelers too. Their sales figures and their cult status prove that these bikes are justified in this country. A similar reputation also wants Vreach ictory.

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Top test: Victory Cross Roads Deluxe

Top test: Victory Cross Roads Deluxe
Victory Cross Roads Deluxe in the test

Cross Roads pay homage to the parent company Polaris, under whose roof the company Victory, which has existed since 1997, is based. But the top test does not award any points for appearance or suitability for show miles. The questions there are rather: Can it also be used in everyday life, perhaps even curves? Is it going ahead, does it brake properly, is the equipment good, does it offer enough comfort? Let’s start with the engine, the comparatively modern 1700 V2. The four-valve injection engine serves as the standard engine in all Victory models, including the Hammer S long-term test, which was occasionally included for comparison. However, as the measured values ​​show, the Hammer-V2 stands a little better in the feed, has fewer pounds to drag and does not have to lift a massive disc through the wind, which is why the Power-Cruiser is clearly ahead in draft. The sixth and last gear is shown in the cockpit as sixth gear and not with the abbreviation OD for overdrive, unlike in the power cruiser, but it is also translated for a very long time and should only be used for constant gliding at speeds beyond the 100 km / h can be inserted, which corresponds to about 2500 rpm.

The motor, known as the Freedom V-Twin, feels most comfortable between 2000 and 3000 tours, here it offers excellent running smoothness, shows hardly any vibrations and looks ready to perform, but not strenuous. From 3000 tours it tingles a little more, at the latest from 4000 rpm the V2 forgets its good manners and permanently exposes the crew to unpleasant vibrations. The maximum torque is only set at 4100 rpm, the measured peak output of 87 hp only at 5100 rpm.

American style: The tail fin design exudes US charm from the 1950s.

But the Cross Roads tempts, in keeping with the intended target group, not to exhaust the performance and to show-worthy intermediate sprints, but to relaxed gliding. A lavishly shaped and padded bench, a pleasantly shaped handlebar that does not rise too high and perfectly positioned running boards on which the boots are parked casually allow a comfortable sitting posture, which is also a casual exercise for a non-stop ride from Los Angeles to San Francisco let.

Well, refueling stops would be inevitable despite the commendable range of a good 400 kilometers, but even the best passenger of all would have no reason to complain, as the generously dimensioned passenger seat cushion is also invitingly soft. The crew can, by the way, be a bit more generous to match the bike, the load of an impressive 262 kilograms only sets limits here late. Those who primarily want to take a lot of luggage with them on their journey will find two lacquered suitcases with a total of 79 liters of storage space in the tested deluxe version (standard model Cross Roads: 66-liter softbags, no window, at 16990 euros a thousand cheaper), but each may only be loaded with a maximum of 11.3 kilograms.

Speaking of the windshield, which is standard on the deluxe model: the towering windshield keeps the pressure of the airstream away from the driver quite well, but causes annoying roaring noises on the helmet even at country road speeds. Nobody’s perfect. The American touring ship with the new aluminum bridge frame not only runs more stable in a straight line, but also surprises positively off dead straight highways. For a bike of its caliber, it takes corners with astonishing accuracy and is comparatively handy. No comparison to the stubbornly stubborn Hammer S with the wide 250 mm roller at the rear – the Cross Roads rolls on a 180 mm rear that is easy to handle. A wise choice. Even if curvy slopes are definitely fun after a bit of getting used to, you shouldn’t drive too hard. The weight cannot be disputed in tight turns, and the running boards that touch down early severely limit the possible lean angles.

In an emergency, you can rely on the unspectacular braking system. Commercially available four-piston fixed calipers bite into 300 mm discs at the front, ABS is not even offered for an extra charge, feeling in the braking hand is required here. Once the stoppers are braked (the Victory moved almost virginally with three kilometers on the clock to the top test), the initially dull braking feeling is gone, the system grabs solidly, the high weight presses the wide 130 mm front tire onto the asphalt, which only begins to whimper late and the Victory in the braking section helps to achieve new bests in the cruiser segment.

The heavy Victory brings its braking power to the ground very effectively and that without ABS.

The buxom American is busy collecting points, even in categories that are not cruiser’s domain. Elsewhere, however, it makes unnecessary mistakes: the equipment can be optimized with little effort (better, more extensive tools, adjustable clutch lever). In addition, the impression of high-quality workmanship is at risk if apparently loose-vibrated innards in the left muffler produce an accompanying sound when accelerating, as if you were pouring screws into a metal bucket. But the transmission is by no means a quiet step: The loud cloning noise when engaging first gear or when shifting into second can scare sensitive neighbors out of their deep sleep. The clutch, which calls for a powerful butcher’s hand, goes well with the coarsely working gear. In general, it should be clear to everyone that the red touring giant (also available in black) is not for delicate people. A good seven hundred pounds need to be pushed, and when maneuvering there is no need to go backwards, as is the case with the Honda Gold Wing, for example.

It remains to be seen whether the Victory can prevail in the public favor against the latter, Harley Electra Glide, Kawasaki VN 1700 and Co. The fact is that the Cross Roads revealed some weak points in the intensive top test cross-examination, but has since been released on parole and released. Since then, the cruiser colossus has not been spotted either on the Zugspitze or on the sandy Baltic Sea beach. So much for meaningful use. So was the acquittal right? Motorrad will keep an eye on the delinquent.


Infinite expanses: The wide space cruiser prefers long straights.

The American mix of cruiser and tourer impresses thanks to its powerful drive, long range and plenty of comfort in the important core discipline of suitability for travel and amazes with very good braking deceleration and an astonishingly handy, stable chassis. It’s just a shame that no ABS is available for this great touring cruiser.


Category engine:
Pulling power and acceleration suffer from the moderate torque below 2500 rpm, the high vehicle weight, the powerful air resistance due to the large disc and the long gear ratio. The transmission can also be shifted anything but easy and silent. On the other hand, we like the smooth running of the engine (only annoying vibrations at high speeds) and the smooth response along with barely noticeable load change reactions.
Points: 119 out of 250

Category chassis:
Surprisingly agile, the Cross Roads can be steered through curves given their hefty 356 kilograms. Just as astonishing is the sovereignty with which she stays on course. The fact that a co-driver is negligible in relation to the total mass explains the good handling even with a pillion passenger. The lean angle is just as modest as the adjustment options of the chassis. Thanks to a good basic set-up, you hardly miss the latter.
Points: 115 out of 250

Category everyday life:
A cruiser with touring ambitions must first and foremost offer comfort. The Victory does not show any nakedness here and not only shines with lush, comfortable seats and a relaxed posture, but also scores mercilessly in the disciplines that are so important for traveling, such as payload and range. The constant speed should settle at a maximum of 120 km / h, above which the air vortices roar behind the well-protecting window quite annoyingly.
Points: 134 out of 250

Category Security:
Light and shadow when assessing the brakes: Unfortunately, Victory still does not offer ABS, but experienced drivers conjure up sensational braking decelerations on the asphalt with the Cross Roads. The high weight and the wide 130 mm front tire ensure the necessary traction.
Points: 90 out of 150

Category costs:
After the purchase, which costs just under 18,000 euros, the worst is over. Fuel consumption and maintenance costs remain at the usual level for this class.
Points: 52 out of 100

Overall rating (max. Points: 1000): 510

Price-performance rating (top rating 1.0): 4.0
The Cross Roads has many talents and scores in many relevant disciplines. However, her quite high purchase price gives her a better grade than the straight four.



  • The headlights illuminate the road very broadly, and the sufficiently bright dipped beam (if not record-breaking) shines far enough to take the horror away from driving at night. Commendable and by no means a matter of course.
  • The side stand is easily accessible with the heel of the boot, can be easily folded out and enables uncomplicated parking and safe parking of the Victory.


  • Hui outside, ugh inside: the disdainful steel tube quickly rusts, blown condensation sprays unsightly rust splatters onto the chrome-plated outer shell.
  • The steep, generously dimensioned windshield provides adequate protection from the wind, but the vortices of air rattling on the driver’s helmet cause unpleasant roaring noises.

Technical specifications

Barren, angular plastic boxes are hidden under the elegantly lacquered case cover and hold a total of 79 liters.

Air-cooled two-cylinder four-stroke 50-degree V-engine, a balance shaft, one overhead, chain-driven camshaft, four valves per cylinder, rocker arm, wet sump lubrication, injection Ø 45 mm, regulated catalytic converter, 450 W alternator, 12 V / 18 Ah battery , mechanically operated multi-disc oil bath clutch, six-speed gearbox, toothed belt, secondary ratio 2.121.
Bore x stroke 101.0 x 108.0 mm
Displacement 1731 cc
Compression ratio 9.4: 1
rated capacity 66.0 kW (90 PS) at 4900 rpm
Max. Torque 140 Nm at 3250 rpm

Landing gear:
Bridge frame made of aluminum, upside-down fork, Ø 43 mm, two-sided swing arm made of aluminum, central spring strut, directly hinged, adjustable spring base, double disc brake at the front, Ø 300 mm, four-piston fixed calipers, disc brake at the rear, Ø 300 mm, double-piston floating caliper.
Cast aluminum wheels 3.00 x 18; 5.00 x 16
Tire 130 / 70R 18; 180 / 60R 16
Dunlop Elite 3 tires tested

Mass and weight:
Wheelbase 1669 mm, steering head angle 61.0 degrees, caster 142 mm, spring travel f / h 130/120 mm, permissible total weight 618 kg, tank capacity 22.0 liters.

Service data:
Service intervals every 8000 km
Oil and filter change every 8000 km 4.0 l
Engine oil SAE 20W40
Idle speed 900 ± 50 / min
Tire pressure solo (with pillion passenger) front / rear 2.5 / 2.7 (2.5 / 2.7) bar
Guarantee two years
Mobility guarantee two years
Colours Red Black

Price including additional costs:
Cross Roads 16990 euros
Cross Roads Deluxe 17990 euros

MOTORCYCLE measurements

Drawing: archive

The Victory Cross Roads performance graph.

Power and torque lag behind the factory specifications. Especially when it comes to torque below 2500 rpm, the Cross Roads weakens in comparison to the identically motorized Hammer S. In sixth gear, the V2 regulates down at 4500 rpm, while the top speed is reached in fifth gear at just under 5200 rpm.

Driving performance:

Top speed: 180 km / h

0-100 km / h 5.5 sec
0-140 km / h 10.5 sec

60-100 km / h 7.0 sec
100-140 km / h 8.7 sec

Speedometer deviation:
Effective (display 50/100) 49/97 km / h

Tachometer deviation:
Display red area 5500 rpm
Effective 5400 rpm

Country road 5.4 l / 100 km
at 130 km / h 6.1 l / 100 km
Theor. Range of the country road 407 km
Fuel type normal

Mass and weight:
L / W / H 2640/900/1440 mm
Seat height 720 mm
Handlebar height 1085 mm
Turning circle 6500 mm
Weight with a full tank 356 kg
Payload 262 kg
Wheel load distribution f / r 46/54%


Drawing: archive

The Victory Cross Roads braking diagram.

delay: Thanks to its good traction and the high vehicle weight, the finely adjustable brake enables very good deceleration values. The front fork responds cleanly. With the front wheel whimpering slightly, the Victory comes to a standstill surprisingly early.

Brake measurement from 100 km / h:

Braking distance  39.8 m
Reference Victory Hammer S  41.0 m

Driving dynamics:

Handling course I (fast slalom):

Lap time  25.1 sec
Reference Harley-Davidson V-Rod  22.3 sec
Vmax at the measuring point  79.3 km / h
Reference Harley-Davidson V-Rod  90 km / h

comment: Here too, dragging running boards thwart higher speeds. The Victory plows stably and with precise steering through the course.

Handling course II (slow slalom):

Lap time
 34.6 sec
Reference Harley-Davidson V-Rod
 34.2 sec
Vmax at the measuring point
 42.1 km / h
Reference Harley-Davidson V-Rod
 43.8 km / h

comment: The Cross Roads glides steadily and confidently through the fast slalom. The high weight and the running boards limit the speed.

Circular path (diameter 46 meters):

Lap time
 13.4 sec
Reference Harley-Davidson V-Rod
 13.3 sec
Vmax at the measuring point
 42.4 km / h
Reference Harley-Davidson V-Rod
 41.9 km / h

comment: Again the same effect: touching parts slow down the Victory. Driving over the parting lines is easily handled by the chassis.

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