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14th Pictures

Bilski

1/14
Endurance test final balance of the Victory Hammer S – disassembled after 50,000 km.

Bilski

2/14
Small pieces of magnet have broken off from the pole wheel. From model year 2011 the magnets are encapsulated, this can no longer happen.

Bilski

3/14
The torque limiter caused irritating noises until the end.

It sounded like the clutch was down – wrong. Incidentally, the tracks on both components are safe.

Bilski

4/14
The toothed belt pulley has to be changed because the teeth have caries. In the meantime, the processing has been improved. Left model year 2010 – painted. Right current model year – powder-coated.

Bilski

5/14
Well done: The clutch has only very slight tracks. Great here: The entire clutch package made up of lamellas plus inner and outer cages can be dismantled together.

Bilski

6/14
Solid and technically up to date: the bearing point of the connecting rod is cracked, but the slimming down on the piston pin eye certainly does not result in any significant weight reduction.

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7/14
Unsightly: rust on the silencers and other parts.

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8/14
The tracks on the piston (in the cylinder as well) may result from the fact that the engine was turned too high when it was cold.

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9/14
Compression: There can hardly be any talk of pressure loss. This is to be understood ambiguously at this point.

Bilski

10/14
Bad luck: At 32,546 kilometers an old man drove his car over the parked Victory. The expert (photo) put the damage at almost 2000 euros.

Bilski

11/14
Meanwhile improved: Moisture can penetrate the main fuse.

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12/14
Recorded: This box registered all driving activities over the 50,000 kilometers.

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13/14
Victory takes a stand: Editor-in-chief Michael Pfeiffer, Victory press spokesman Torsten Zimmer, MOTORRAD technician Christian Vetter, Victory technician Detlef Wursthorn and MOTORRAD test chief Gert Thöle examine the Hammer S (from left).

Bilski

14/14
Built to last: Both connecting rods run on the crank pin of the massive crankshaft. It weighs 15.7 kilograms.

Endurance test final balance: Victory Hammer S

Reader experiences

Done! It took almost two years for the Hammer S to unwind its 50,000 kilometers at MOTORRAD. The American newcomer was spared almost nothing in terms of track and experience. At the end there was a very special surprise.

We’ll take this thing with us immediately. ”Victory technician Detlef Wursthorn reaches into the bowels of the dismantled machine and pulls out a black box. It was connected to the diagnostic connector. Yes, it even looks like the diagnostic unit. The MOTORRAD technicians are confused. The Victory man explains: “This black box here recorded the entire 50,000 kilometers. Starting processes, full throttle stages, idle times, acceleration behavior, et cetera. For the Americans, your endurance test was the one Victory Hammer S a unique chance to learn something about the driving behavior of Europeans. Above all, to receive data from a country in which there is no general speed limit on the motorway. "

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Endurance test final balance: Victory Hammer S
Reader experiences

Alpine passes, ice cream parlors and motorways

At first you are flabbergasted. Guinea pigs. For the Americans. Aha. And the driving behavior of the test drivers is representative of the rest of Europe. Great. At the same time, you could also check whether a colleague from the editorial team really drove 100 kilometers at full throttle. At least that was what he had said. Well, as you can see, this vehicle was spared nothing over 50,000 kilometers, like every endurance test bike at MOTORRAD, by the way. Tea Victory Hammer S not only posed in front of ice cream parlors, no, it was also chased thickly packed over alpine passes or highways. After a total of 710 days in the editorial office, the clock showed 50,270 kilometers. Not a record, but for a cruiser the motorcycle covered the distance comparatively quickly. The Yamaha Wild Star 1600, for example, took three years to do so.

This endurance test was an encounter between strangers: Victory Motorcycles, founded in 1997, had not yet sold a vehicle to Germany, and MOTORRAD was curious to see how the American newcomer would fare in long-haul operations. Right at the beginning there is the following entry in the logbook: “What a cool stove. If the technology lasts: Buy! ”The enthusiasm of many drivers was understandable: No other manufacturer offers such a flashy look, paired with powerful, air-cooled V2 power ex works. Not only does the 1731 cubic, 50-degree V2 engine send a decent 90 hp and 140 Newton meters to the rear – the Victory Hammer S also rolls quite officially with its standard 250 mm rear tire. Even if not always without a breakdown. The biggest shortcoming was already revealed at mileage 9538: The charge indicator light came on – warning signal! The reason for this turned out to be a defective alternator regulator. The component was exchanged on guarantee. To make it short: The controller was swapped a total of four times over the entire distance. Because with the electrics the worm was inside.

Victory Hammer S with a working battery

Or do we prefer to say the worms. Three times the battery was not charged enough to start the engine. In two cases, the colleagues managed to push each other. Guys, considering the 330 kg weight, a remarkable achievement! Once the Victory Hammer S had to be collected by transporter. But in addition to the regulator, there were two other potential reasons for the work-reluctant battery: Leakage currents from the area of ​​the main fuse, which was not perfectly protected against rain and dirt, could have discharged the battery. And frequent short-haul traffic wasn’t enough to fully charge them. The Americans reacted relatively quickly. The supplier of the alternator regulator has been changed. In addition, the charging curve has been increased so that the battery is adequately fed even on short trips, and last, but not least, the area around the fuses is now better encapsulated, which rules out leakage currents.


Bilski

Endurance test final balance of the Victory Hammer S – disassembled after 50,000 km.

In general, you have to credit the Americans to react quickly to any problems. The two most frequently mentioned points of criticism could not be eliminated with the long-term test machine, but are no longer present as of model year 2011: The very strong load change behavior, which many sensitive test drivers criticized, has been reduced. The effort for this is considerable, because not only the entire transmission of the Victory Hammer S has been redesigned, but also the entire short engine. Starting with the storage for the shafts through the use of helical gear wheels to the modified main shaft construction, which now has an idle switching aid, a so-called forced switching. Which, by the way, was urgently needed. Almost on every page of the logbook there are curses about the fact that you can hardly get idle at the traffic lights. The reason for this was suspected to be a worn clutch, which turned out to be wrong: After the entire test distance, all clutch components were in excellent condition. Disadvantage for the owners of older Victory motorcycles: Both transmission parts and the idle shift aid cannot be converted.

Not a real flaw, but a blemish that most motorcycles have to struggle with these days: sound! “A fighting dog with the beeping voice of a Chihuahua – that doesn’t work at all ”- the entry can be found in the logbook quite early on. Some manufacturers now offer accessory exhaust systems. The Miller slip-on mufflers (www.miller-custombike.de) mounted on the Victory Hammer S as part of the endurance test not only delivered a bass-heavy, muffled sound, but also 4 HP more peak power and more torque over the entire range. 970 euros are still comparatively cheap for the dampers with EG-ABE.


Bilski

Bad luck: At 32,546 kilometers an old man drove his car over the parked Victory. The expert (photo) put the damage at almost 2000 euros.

Two involuntary ground contact that the Victory Hammer S was not spared were not at all cheap. An overzealous intern overestimated the lean angle and slid into the ditch on a freeway entrance – 1100 euros damage. And an older driver, obviously a little short-sighted, overlooked the parked Victory and drove it over with his car – around 2000 euros damage. Whereby we would have arrived at the spare parts supply.

Experience in this regard: MOTORRAD had to wait three months for the two-person bench that was ordered for the Victory Hammer S, and some handlebars that were to be tried out took three weeks. Victory explains these delivery bottlenecks with the restructuring of the warehouse situation that has now been completed. Until the summer of 2012 there were three European warehouses in Great Britain, France and Sweden, now there is only the central warehouse in Antwerp, a huge new building in which not only all Victory but also Indian spare parts will be ready for dispatch from next year lie. With the American cult brand Indian, which was revived from summer 2013, the Polaris group now has two motorcycle brands in its range in addition to Victory.

It remains to be seen: Victory did his homework well. Almost all the defects that have occurred have already been remedied in series production, only with the processing quality, i.e. paint and the quality of the screws used, there is still a need for action. When assembling, it is best to replace all rotten screws with high-quality ones. In addition, most of the components proved their worth, and the inner workings of the engine also proved to be extremely stable. To get the Victory Hammer S fit for the next 50,000 kilometers, the pole wheel, toothed belt wheel and a front brake disc should be replaced. Despite the increased play between the valve stem and valve guide, according to Victory, the components can still be used because they are still within tolerance.

So a happy ending for the newcomer from America. The driving data of the MOTORRAD test drivers will be evaluated there in the coming weeks. And maybe wonder about full throttle driving on the legendary motorways.

Balance after 50,000 km


Bilski

Compression: There can hardly be any talk of pressure loss. This is to be understood ambiguously at this point.

Cylinder head:
An inlet valve is severely leaking, but the compression has only decreased slightly. The valve guides and stems are fine, the valve tilt is large but still acceptable. The exhaust valves show signs of fire on the seats. The camshafts are inconspicuous except for running marks on the bearing journals, as are the rocker arms.

Cylinder / piston:
Both pistons show significant heat discolouration, cold-running friction marks and carbon deposits on the piston crown. The cylinders show clear signs of running, but are dimensionally and dimensionally accurate.

Crank drive:
Main and connecting rod bearings have an even contact pattern, the bearing clearances are okay. The bearing of the piston pin is also inconspicuous.

Power transmission:
The clutch shows hardly any signs of wear, as does the gear wheels. A shift fork shows minimal wear marks. The hard chrome layer on the rear belt pulley has partially flaked off.

Frame / chassis:
The paint is in good condition. A front brake disc is worn out, the coating is peeling off on the rear pulley, and also occasionally on the frame. The exhaust mufflers are corroded on the end piece, and the screws are also badly corroded.

Costs and maintenance


Bilski

The torque limit caused irritating noises when starting up until the end. It sounded like the clutch was down – wrong. Incidentally, the tracks on both components are safe.

Operating costs over 50,000 kilometers
29.75 liters of oil at 10.77 euros: 320.41 euros
7 oil filters at 19.94 euros: 139.58 euros
5 air filters at 18.16 euros: 90.80 euros
2 spark plugs at 7.54 euros each: 15.08 euros
1 set of rear brake pads at 65.05 euros: 65.05 euros
4 sets of front brake pads at 64.46 euros: 257.84 euros
1 toothed belt 230.44 euros
Brake fluid 31.00 euros
1 fuel filter 101.92 euros
1 clutch cable 131.47 euros
Fork oil 15.27 euros
Seals, small parts, lubricants 52.58 euros
Inspections and repairs 1305.99 euros
Tires (including assembly, balancing and disposal) 2323.00 euros
Fuel 4670.36 euros
Total cost 9750.78 euros
Acquisition cost 16,490.00 euros
Loss of value 7990.00 euros
Estimate (dealer selling price) 8500.00 euros
Cost per kilometer (without depreciation) 19.5 cents
Costs per kilometer (with depreciation) 35.5 cents

Maintenance + repair costs (according to the indicated mileage)
Motorcycle does not start due to defective alternator regulator 9538
Alternator regulator renewed (guarantee) 9545
Rear tire renewed, Dunlop Elite 3 9756
Alternator regulator renewed (guarantee) 14 020
Front tires renewed, Dunlop Elite 3 16 283
Front brake pads renewed 16 736
Front and rear tires renewed, Dunlop Elite 3 20 596
Motorcycle won’t start due to low battery 21 103
Alternator regulator renewed (guarantee) 23 051
Steering head bearing readjusted 27 876
Front and rear tires renewed, Avon Venom 28 125
Alternator regulator renewed (guarantee) 29 309
Front and rear brake pads renewed 32 021
Front and rear tires renewed, Dunlop Elite 3 34 500
Battery renewed 34 723
Clutch cable renewed 40 543
Timing belts and tires front and rear renewed, Dunlop Elite 3 48 438

Victory takes a stand


Bilski

Victory takes a stand: Editor-in-chief Michael Pfeiffer, Victory press spokesman Torsten Zimmer, MOTORRAD technician Christian Vetter, Victory technician Detlef Wursthorn and MOTORRAD test chief Gert Thöle examine the Hammer S (from left).

Most of the screws used show severe corrosion. The silencer is also rusty. There are also traces of corrosion on the chassis (poor paint quality on the frame) and other add-on parts such as the front brake caliper bracket or the swing arm. How do you reconcile these facts with your claim to sell premium products??

Many of the processing details criticized by MOTORRAD have already been improved in the series over the past few years. But we admit that the screws used only meet the industrial quality required by law in America. However, the result of your endurance test and the complaint about the processing quality were forwarded to the factory in the USA, which will make an improvement.

We lost a side cover during the endurance test. Is this an isolated case or do you know the problem from other machines??

There can only be human error here. The side cover was probably not properly locked in the three breakpoints.

The front brake discs are at the wear limit. Is this normal in your opinion based on the mileage?

We see this wear and tear as normal due to the mileage and the high number of short-haul traffic.

Some magnet plates of the alternator rotor show cracks and breakouts. Is this known as a general problem?

No, there is no general problem here. We consider this as an individual case, we are not aware of any damage in this regard. The magnets were encapsulated from 2011, so this phenomenon cannot occur again.

The rear pulley is not only corroded because the paint is peeling off, it is also badly worn – the hard chrome plating is peeling off on the inside. Is this wear and tear normal after the mileage??

We refer to the meanwhile very increased processing quality. If the belt pulley on the 2010 model was still painted, these components have been powder-coated in black since 2011.

The regulator of the alternator of our endurance test motorcycle had to be changed four times because it was defective. The problem has now been completely resolved?

Yes. The manufacturer of the component was changed, all machines with problems of this kind were converted.

The hammer stopped in between because the battery voltage was too low. Has the battery capacity been increased in the series in the meantime, or did the breakdown occur due to the defective regulator??

The battery capacity has not been increased, but the charging curve has been increased slightly so that the battery is fully charged even on short journeys.


Fredi clock

Fredi clock from Wetzikon (Switzerland).

Fredi clock from Wetzikon (Switzerland)

After eight years and 175,000 kilometers of experience with the Harley-Davidson Road King, a faired machine should now be found. In my selection, the Gold Wing was also an option. However, this could not convince me either. I was able to put my “first swiss pearl” Victory Vision into operation on March 3rd, 2010. Today there are over 111,500 kilometers on the clock that were collected on tours across Europe. My Victory still has the first timing belt. So on average I drove a little over 3000 kilometers per month.

The vision does not look like a classic motorcycle, but beguiles with its spacey design and delights everyone who is tired of the normal. It is an absolute eye-catcher that connects motorcycle fans over several shifts. Although it looks huge, its handling is extremely good-natured, and the low seat guarantees not only comfort, but also safety and security. I am enthusiastic about both the wind protection and the brakes. In addition, the machine can fall down without a painter charging thousands of euros for repairs. When it comes to the information that the cockpit provides, the only thing I miss is the air pressure gauge for the tires. Economical: Apart from tires, oil and brake pads, nothing has ever had to be changed. The engine is great and is just as convincing as on the first day. In my opinion, the Victory Fathers created “the better Harley”, so to speak.


Peter Sahlke

Peter Sahlke from Ankum.

Peter Sahlke from Ankum

I don’t ride a Hammer S, but a Vegas 8-Ball, built in 2010 (my first own motorcycle, by the way). At the age of 23 I was the youngest owner of a Victory in Germany. To date I have unwound 18,000 kilometers. Here are my experiences: I would not have thought beforehand that such a piece of American iron would be so easy to move through the curves and that the air-cooled motor would pull through so powerfully. First I made a few modifications: headlights, mirrors, handlebars, exhaust and indicators were replaced, and black rims and a side license plate holder were installed. The result: permanent grin up to both ears and driving addiction. I was the eye-catcher on the streets of northern Germany, at every break I had to answer questions like "What is that?" And heard things like "Great thing, where is the nearest dealer?".

In the first few weeks of the season, I had my first tendinitis, probably from the stiff cable clutch. Pain and bad words from my doctor didn’t stop me from driving. After two years I can name the following points of criticism: very high maintenance and service costs, exorbitantly expensive spare shares (tank: 2500 euros), few custom parts available, due to the few Victory drivers, the community is small. But of course there are also a lot of advantages: The eye-catching effect always ensures nice gasoline conversations, no defects, screws don’t vibrate, everything is valuable, hardly any plastic. The machine comes off the shelf like an expensive, exclusive custom bike, is easy to drive and is also economical with around 5.5 liters / 100 km. The comfort is also great: 850 km at a stretch and no back pain.

We’ll take this thing with us at once." Victory technician Detlef Wursthorn reaches into the bowels of the dismantled machine and pulls out a black box. It was connected to the diagnostic connector. Yes, it even looks like the diagnostic unit. The MOTORRAD technicians are confused. The Victory Man explains: "This black box here recorded the entire 50,000 kilometers. Starting processes, full throttle stages, idle times, acceleration behavior, et cetera. For the Americans, your long-term test was a unique opportunity to learn something about the driving behavior of Europeans. Above all, to receive data from a country where there is no general speed limit on the motorway."
At first you are flabbergasted. Guinea pigs. For the Americans. Aha. And the driving behavior of the test drivers is representative of the rest of Europe. Great. At the same time, you could also check straight away whether a colleague from the editorial team really drove 100 kilometers at full throttle. At least that’s what he had claimed. Well, as you can see, this vehicle was spared nothing over 50,000 kilometers, like everyone else-
test bike at MOTORRAD, by the way. The Hammer S not only posed in front of ice cream parlors, no, it was also heavily packed
Chased Alpine passes or motorways. After a total of 710 days in the editorial office, the clock showed 50,270 kilometers. Not a record, but for a cruiser the motorcycle covered the distance comparatively quickly. The Yamaha Wild Star 1600
for example, it took three years.
This endurance test was an encounter between strangers: The company Victory Motorcycles, founded in 1997, had not yet sold a vehicle to Germany, and MOTORRAD was curious to see how the American newcomer would fare over long distances-
operation beats. Finds right at the beginning
the following entry is in the logbook: "What a cool oven. If the technology lasts: Buy!" The enthusiasm of many drivers was understandable: No other manufacturer offers such a flashy look, paired with powerful, air-cooled V2 power ex works. Not only that the 1731 cubic, 50-degree V2 engine sends a decent 90 hp and 140 Newton meters to the rear –
the hammer also rolls quite officially with its standard 250 mm rear tire
therefore. Even if not always without a breakdown. The biggest shortcoming was already revealed at mileage 9538: The charge indicator light came on – warning signal! As a reason
it turned out to be a defective alternator regulator. The component was on
Warranty exchanged. To make it short: The controller was swapped a total of four times over the entire distance. Because at
the electrical system was the worm in there.
Or do we prefer to say the worms.
Three times the battery was not charged enough to start the engine. In two cases, the colleagues helped each other
Push. Guys, given the 330
Kilograms of weight a remarkable achievement! Once the Victory had to be collected by van. But besides the controller there were two more-
Re potential reasons for the work-reluctant battery: leakage currents from the area of ​​the main fuse, which is not perfectly protected against rain and dirt, would have
Battery can discharge. And frequent short-haul traffic wasn’t enough to fully charge them. The American
reacted relatively quickly. The supplier of the alternator regulator has been changed. In addition, the ark-
curve so that the battery is adequately fed even on short trips, and last, but not least, the area around the
Fuses are now better encapsulated, which excludes leakage currents.
In general you have to go to the Americans-
take good care to react quickly to any problems. The two most frequently mentioned points of criticism could not be eliminated with the long-term test machine, but are no longer present as of model year 2011: The very strong load change behavior, which many sensitive test drivers criticized, has been reduced. The effort for this is considerable, because not only the entire transmission has been revised, but also the entire short engine. Starting with the storage for the shafts through the use of helical teeth-
ten gears to the modified main shaft construction, which is now over
an idle shift aid, a so-called forced shift, has. Which, by the way, was urgently needed. Almost everyone
On the side of the logbook there are curses about the fact that you can hardly get idle at the traffic lights. The reason for this was suspected to be a worn clutch, which turned out to be wrong: Presented after the entire test distance
all coupling components are in excellent condition. Disadvantage for the Be-
seaters of older Victory motorcycles: Both
Transmission parts and the idle shift aid cannot be converted.
Not a real flaw, but a blemish most motorcycles struggle with these days: sound! "A fighting dog with the beeping voice
of a Chihuahuas – that’s not possible" – the entry can be found in the logbook quite early on. Some manufacturers now offer accessory exhaust systems.
The Miller slip-on mufflers installed as part of the endurance test (www.
miller-custombike.de) not only delivered bass-heavy, muffled sound, but also 4 HP more peak power and more torque over the entire range. 970 euros are still comparatively cheap for the dampers with EG-ABE.
Two involuntary ground contacts that the hammer didn’t do were not at all cheap
were spared. An overzealous intern overestimated the lean angle and slid into the ditch on a freeway entrance – 1100 euros damage. And
an older driver, obviously a little short-sighted, overlooked the parked Victory and drove it over with his car – around 2000 euros damage. Whereby we would have arrived at the spare parts supply.
Experience on this: MOTORRAD had to sit on the ordered two-person bench
wait three months, some handlebars that should be tried out were three weeks in coming. Victory explains these delivery bottlenecks with the restructuring of the warehouse situation that has now been completed. Until the summer of 2012 there were three European warehouses in Great Britain, France and Sweden, now there is only the central warehouse in Antwerp, a huge new building in which not only all Victory but also Indian spare parts will be ready for dispatch from next year lie. Because with the American cult brand Indian, which was revived from summer 2013
the Polaris group of companies now has two motorcycle brands in addition to Victory
in program. It remains to be seen: Victory did his homework well. Almost all of the defects that have occurred have already been remedied in series production, but there is still a need for action in the processing quality, i.e. paint and the quality of the screws used (see also statement on pages 56/57). When assembling, it is best to replace all rotten screws with high-quality ones. In addition, most of the components and the In-
inner life of the engine proved extremely steadfast. To get the Hammer S fit for the next 50,000 kilometers, the pole wheel, toothed belt wheel and a front brake disc should be replaced. Despite the increased clearance between the valve stem
and valve guide, the components
according to Victory can still be used,
because they are still within tolerance. So a happy ending for the newcomer
from America. There you will be in the
evaluate the driving data of the MOTORRAD test drivers in the coming weeks. And
maybe about full throttle on the
legendary highways.
Well run in: after 50,000 kilometers the hammer is even better in the drilling than at the beginning. The increased performance is not noticeable, but it is measurable: The Powercruiser has improved significantly, especially when it comes to pulling through
Mileage
Cylinder head: An inlet valve is severely leaking, but the compression has only decreased slightly. The valve guides and stems are fine, the valve tilt is large but still acceptable. The exhaust valves show signs of fire on the seats. The camshafts are inconspicuous except for running marks on the bearing journals, as are the rocker arms. Cylinder / piston: Both pistons show significant heat discolouration, cold running marks as well as oil carbon deposits on the piston crown. The cylinders show clear tracks, but are dimensionally and dimensionally accurate. Crank drive: Main and connecting rod bearings have a uniform contact pattern, the bearing clearances are correct. The bearing of the piston pin is also inconspicuous. Power transmission: The clutch shows hardly any signs of wear, as does the gear wheels. A shift fork shows minimal wear marks. The hard chrome layer on the rear pulley has partially flaked off. Frame / Chassis: The paint is in good condition. A front brake disc is worn out, the coating is peeling off on the rear pulley, and also occasionally on the frame. The exhaust mufflers are corroded on the end piece, and the screws are also badly corroded.
Most of the screws used are white-
severe corrosion. Also the silencer
is rusty. There are also Korro-
Sion marks on the chassis (poor paint quality
on the frame) and other attachments such as the
front brake caliper bracket or the Schwin-
ge. How do you agree these facts with your
Claim to sell premium products?
Many of the Ver-
Work details have already been improved in the series over the past few years. But we admit that the screws used only meet the industrial quality required by law in America. However, the result of your endurance test and the complaint about the processing quality were forwarded to the factory in the USA, which will make an improvement.
As part of the endurance test, we have one
Side cover lost. Is this an isolated case, or
do you know the problem from other machines?
There can only be human error here. The side cover was probably not properly locked in the three breakpoints.
The front brake discs are on the Ver-
wear limit. Is that after the mileage
Normal in your opinion?
We see this wear and tear as normal due to the mileage and the high number of short-haul traffic.
Some magnet plates of the alternator-
rotors show cracks and breakouts. Is this as
general problem known?
No, there is no general problem here. We consider this as an individual case, we are not aware of any damage in this look. The magnets were encapsulated from 2011, so this phenomenon cannot occur again.
The rear pulley isn’t just corrosive-
dated because the paint comes off, but also heavily ver-
close – the hard chrome plating comes off inside.
Is this wear and tear normal after the mileage??
We refer to the meanwhile very increased processing quality. If the belt pulley on the 2010 model was still painted, these components have been powder-coated in black since 2011.
The regulator of our alternator
Endurance test motorcycle had to be changed four times
because it was defective. Is the problem
meanwhile completely fixed?
Yes. The manufacturer of the component was changed, all machines with problems of this kind were converted.
The hammer stayed in between because of one
battery voltage is too low. Is the
Battery capacity has meanwhile increased in series production
or did the breakdown occur because of the
defective controller?
The battery capacity was not increased,
however, the charging curve has been increased slightly so that the battery is fully charged even on short journeys.
costs
Operating costs over 50,000 kilometers
29.75 liters of oil at 10.77 euros each 320.41 euros
7 oil filters at 19.94 euros at 139.58 euros
5 air filters at 18.16 euros each 90.80 euros
2 spark plugs at 7.54 euros each 15.08 euros
1 set of rear brake pads at 65.05 euros 65.05 euros
4 sets of front brake pads at 64.46 euros at 257.84 euros
1 toothed belt 230.44 euros
Brake fluid 31.00 euros
1 fuel filter 101.92 euros
1 clutch cable 131.47 euros
Fork oil 15.27 euros
Seals, small parts, lubricants 52.58 euros
Inspections and repairs 1305.99 euros
Tires (including assembly, balancing and disposal) 2323.00 euros
Fuel 4670.36 euros
Total cost 9750.78 euros
Acquisition cost 16,490.00 euros
Loss of value 7990.00 euros
Estimated price (dealer sales price) 8500.00 euros Costs per kilometer (without depreciation) 19.5 cents Costs per kilometer (with depreciation) 35.5 cents
Maintenance + repair costs
Motorcycle does not start due to defective alternator regulator 9538 Alternator regulator renewed (guarantee) 9545 Tire renewed rear, Dunlop Elite 3 9756 Alternator regulator renewed (guarantee) 14 020 Tire renewed front, Dunlop Elite 3 16 283 Brake pad renewed front 16 736 Tire renewed front and rear, Dunlop Elite 3 20 596
Motorcycle does not start due to weak battery 21 103 Alternator regulator renewed (guarantee) 23 051 Steering head bearings adjusted 27 876 Tires renewed front and rear, Avon Venom 28 125 Alternator regulator renewed (guarantee) 29 309 Brake pads front and rear renewed 32 021 Tires renewed front and rear, Dunlop Elite 3 34 500 battery renewed 34 723 Clutch cable renewed 40 543 Timing belt and tires renewed front and rear,
Dunlop Elite 3 48 438
Editor-in-chief Michael Pfeiffer, Victory press spokesman Torsten Zimmer, MOTORRAD technician Christian Vetter, Victory technician Detlef Wursthorn and MOTORRAD test chief Gert Thöle
examine the hammer S (from left)
Photo: Rolf Henniges
www.motorradonline.de/dauertests
After eight years and
175,000 kilometers Er-
ride the harley-
Davidson Road King should now come up with a faired machine. In my selection, the Gold Wing was also an option. However, this could not convince me either. My "first swiss pearl" I was able to put Victory Vision into operation on March 3rd, 2010. Today there are over 111,500 kilometers on the clock that were collected on tours across Europe. My Victory still has the first timing belt. So on average I drove a little over 3000 kilometers per month. The vision doesn’t look like a classic motorcycle, but beguiles with its spacey design and
delights those who are tired of the normal. It is an absolute eye-catcher that connects motorcycle fans over several shifts. Although it looks huge, its handling is extremely good-natured, and the low seat guarantees not only comfort, but also safety and security. I am enthusiastic about both the wind protection and the brakes. In addition, the machine can fall down without a painter spending thousands of euros on it-
ask for better. When it comes to the information that the cockpit provides, I only miss that
Air pressure gauge for the tires. Economical: Except for tires, oil and brakes-
nothing had to be changed. The engine is great and is just as convincing as on the first day. In my opinion, the Victory Fathers have so to speak "the better Harley" created.
Fredi Uhr from Wetzikon (Switzerland) I don’t drive a Hammer S, but a Vegas 8-Ball, built in 2010 (my first own motorcycle, by the way). At the age of 23 I was the youngest owner of a Victory in Germany. To date I have 18,000
Kilometers unwound. Here are my experiences: I would not have thought beforehand that such a piece of American iron would be so easy to move through the curves and that the air-cooled motor would pull through so powerfully. First I made a few modifications: headlights, mirrors, handlebars, exhaust and indicators were replaced, and black rims and a side license plate holder were installed. The result: permanent grin up to both ears and driving addiction. I was that
Eye-catcher on the streets of northern Germany, I had to ask Questions at every break
answer how "What’s this?" and heard things like "Awesome part, where is the nearest dealer?". In the first few weeks of the season, I had my first tendinitis, probably from the stiff cable clutch. Pain and bad words from my doctor didn’t stop me from driving. After two years I can name the following points of criticism: very high maintenance and service costs, exorbitantly expensive spare parts (tank: 2500 euros), few custom parts available, due to the few Victory drivers, the community is small. But of course there are also a lot of advantages: The eye-catching effect always ensures nice gasoline conversations, none
Defective screws don’t vibrate, everything is valuable, hardly any plastic. The machine comes off the rack like an expensive, exclusive custom bike, is easy to drive and has around 5.5 liters /
100 km also economical. The comfort is also great: 850 km at a stretch and no back pain. Peter Sahlke from Ankum

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