In 2005, Victory sought to conquer a new market segment: performance cruisers. Often criticized for their uneasy relationship with the rider, the original Hammer has evolved into a friendlier machine, with upgraded frame, brakes and engine. I recently had the opportunity to take Victory’s latest 2009 Hammer S for a quick spin.

The 2009 Victory Hammer S is aptly named -- it hammers the road with killer styling and accelerations.

Power and stability
The Freedom 106/6 powertrain (106 cubic inches, 6-speed gearbox) twin-cylinder and its modern components, including sophisticated (‘cause it works so well!) electronic fuel injection, single overhead camshafts with 4 valves per cylinder, and larger displacement (1,731 cc), delivers awesome torque, right from 2,000 rpm (80% of the maximum) all the way to the 5,200 rpm redline. The engine pushes really hard right up to the rpm limit, seemingly harder than the other models we rode the same day, which leads us to believe that engineers may have tweaked the electronics (or mounted a lighter flywheel?) for the sportier Hammer S, despite not admitting to anything. In fact, the Freedom 106 feels a lot more like the more technologically advanced Japanese engines than the more traditional American ones, as evidenced by the steady idle and eagerness to build up revs under hard acceleration.

The frame of the Hammer S boasts excellent overall rigidity, thereby improving riding precision and straight-line stability in accordance with customer expectations for performance cruisers. When entering corners, however, it becomes somewhat reluctant to obey due to the fat, 250-mm rear tire which fights to maintain the bike upright. Despite this resistance during transitions, the Hammer S still allows sporty riding on small byroads… provided that you don’t try to impersonate Valentino Rossi.

Geared for sporty riding
Thank God, the Hammer S features a pair of 300-mm discs with 4-piston Brembo calipers up front, and a similar-size rotor in the back. Riders can be a little more aggressive with the brakes when pushing the limits on twisty roads. But watch out, as a single finger will apply enough pressure to lock the front wheel as there is little weight transfer to the front wheel under hard braking on relatively low and long cruisers. Remember to use the rear brake to achieve maximum deceleration.

In corners, the 250-mm rear tire fights to maintain the bike upright.