Fuel stops, however, might not be a completely unwelcome task; the Kingpin’s saddle has a tendency to press against the rider, which becomes tiresome on long rides. Lifting the left foot from the floorboard invariably produces smooth shifts, and the six forward gears are well-spaced—if a bit long, in keeping with the motorcycle’s county-hopping mission. (Click image to enlarge)

The tire arrangement (130mm up front, and 180mm at the back) is somewhat aggressive, but not over the top. Unlike its sporty siblings, such as the Victory Hammer S (which boasts 70mm more manhood at the rear), the Kingpin Tour’s configuration lends  presence to the bike without getting too much in the way of turning. Though some initial effort is required to motivate the tallish Kingpin in becoming more diagonal, the bike provides no surprises, except for some standard-issue peg scraping during more assertive cornering.

Handling gets trickier when the 22 gallons worth of storage is filled, particularly the trunk sitting behind the passenger’s back support. The Kingpin’s suspension is firm but comfortable. Ergonomics, with the exception of the somewhat abusive seat, are relaxed and legs-forward in the grand tradition of cruiser-based touring bikes. (Click image to enlarge)


As anyone who has spent extended time on two wheels knows, windscreen height and angle is crucial to avoiding turbulence. Riders of average stature should find a decent, though not eye-of-the-storm, calmness from the stock windshield and lower deflectors until about 75 mph, at which point volume and wind levels rise considerably. There’s protection enough to hear the optional XM Satellite Radio speakers, though audiophiles may be tempted to abandon all musical hope and embrace the natural sounds of the great outdoors (while avoiding, of course, the roar of passing 18-wheelers).