When snowmobile specialist Polaris began building its Victory brand motorcycles a decade ago, its initial model, the cryptically named V92C, found it difficult to break into a crowded cruiser market.

The company made a plan to: stay in business, get noticed (they needed to) and make bold styling statements.

The revitalization began in 2003 with the Vegas, which had input from master bike customizers Arlen and Cory Ness. And the campaign continued through the Kingpin, the Hammer, the Jackpot and now the Vision. Victory is proving that sizzle sells.

Except for Honda's radical 2004 Rune, which was a very limited special edition model, the 2008 Vision Tour is easily the most dramatic and daring production motorcycle I've come across. Yet, under all that flash and dash, there's a substantial machine with impressive performance.

At heart, the Vision is a cruiser, with a comfortable feet-forward, arms-raised riding position to match. Intimidating at first, the Vision starts to charm as soon as you swing a leg over its well-padded seat and sit down. The seat has a narrow yoke and is just 26.5 inches off the ground, allowing a rider as short as 5 feet 6 inches to balance the bike at a stoplight, with both boots on the ground. That's an inch better than Harley-Davidson's Ultra Classic, 3 inches lower than the Honda Gold Wing, and 4 inches less than the towering BMW K1200LT. Note the generous floorboards.

Still, the Vision is an 850-pound bike before being loaded with touring accoutrements and riders, and it's a bit of a handful at low speeds. Handlebars shaped like a divining rod, coupled with a limited radius for U-turns, don't help. Anticipating the occasional tip-over, Victory has added two ingenious wings that jut out at foot-peg level on each side, to catch the bike in case you can't. Consult the owner's manual for the unique technique needed to get it back on its sidestand.

Be careful when pushing against the body panels. Most of the fully enclosed, aerodynamic fairing, which is reminiscent of Flash Gordon's rocket ship, is made of plastic to keep the weight down. The swoopy trunk can fit two full-face helmets; a street version of the Vision omits the trunk. The side bags, however, are too narrow for anything larger than a half-helmet. The lightweight case lids close with an uncertain click. Are they closed all the way? At the first bump, you'll find out.

The rear passenger seat, which is 6 inches higher than the front seat, affords an unobstructed view. But the Vision's body is as wide as a steed, and shorter passengers' legs can't reach the nonadjustable footboards.

The massive frontal bodywork provides ample wind protection and housing for a control panel full of creature comforts such as a multispeaker stereo system with optional XM satellite radio, a CB radio, Global Positioning System, cruise control and iPod holder. But because the fairing also encompasses two huge rearview mirrors, it is nearly 4 feet wide. So forget lane-splitting; it stays stuck in traffic, just like a four-wheeler. Airflow management is optimized with a power windscreen, adjustable on the fly.

Speed is where the Vision really shines. Its American-made, 1731 cc V-Twin — a perceived selling point for the stars-and-stripes head-rag crowd — is at least 15 percent more powerful than the Ultra Classic's. But at 92 horsepower and 109 foot-pounds of torque, it gives up at least that much to the Gold Wing. It has a guttural but not overbearing exhaust note — especially with the optional Stage 1 exhaust. A high first gear aids initial acceleration, and the six-speed transmission overall is smooth and efficient.

The engine is a stressed member of the three-piece chassis. Upfront twin-tube forks, and in the rear a single gas shock, absorb up to 4.7 inches of bumps and pavement flaws, while holding the bike steadfast through high-speed sweepers and effortlessly effecting direction changes. The faster you go on a Vision, the sportier it feels. With a 6-gallon tank, and about 35-mpg fuel economy, expect a cruising range of about 200 miles.

Upon re-entering Earth's atmosphere, however, you will wish for a more confidence-inspiring way to stop. The linked braking system adequately handles emergency stops, but an independent system with more aggressive brake pad choices, particularly in front, might be better for daily use. Anti-lock brakes should be available for optimal stopping power for such a massive cruise missile as this. They are not, but are on competitors' bikes.

Although the Vision's V-Twin, known internally as the 106 because of its displacement in cubic inches, is only a year old, it already has a cadre of admirers. Fans of the brand are hoping it soon becomes available in other models in the lineup, which comes with a slightly smaller, less powerful engine. Overall, Polaris prides itself on the reliability of Victory's engines and other key components.

The high-character styling will be a plus for some, but not for others. But no question about it, the $19,995 Vision Tour does scream, "Notice me.!" For a large segment of cruiser buyers, isn't that the idea?

SPECS BOX

2008 Victory Vision Tour

Engine: 92-horsepower, fuel-injected 1731 cc air- and oil-cooled, 50-degree single overhead camshaft V-Twin

Transmission: six speeds, including overdrive

Seat height: 265 inches

Claimed dry weight: 849 pounds

Fuel capacity: 6 gallons

Wheelbase/length: 65.7/104.9 inches

Wheels: Cast alloy, 18 x 3.5 front, 16 x 5 rear

Tires: 130/70R18 Dunlop Elite 3 front, 180/60R16 Dunlop Elite 3 rear

Front suspension: Twin 43 mm telescopic forks, 5.1 inches of travel

Rear suspension: Single monotube shock absorber, 4.7 inches of travel, air adjustable

MSRP: $19,995, plus $1,500 for Premium comfort package

Jerry Garrett is a freelance automobile journalist and contributing editor to Car and Driver magazine.

COPYRIGHT 2008 THE SAN DIEGO UNION-TRIBUNE.

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