If you told someone just 15 years ago that an engine in a motorcycle which was bigger than many import cars of the day was considered mid-size, they'd look at you like you had two heads. But by today's standards, a 1300 cc engine in a cruiser could easily be taken for mid-size. After all, a small cruiser these days is generally in the 650-800 cc range and it's not unusual for a large cruiser to reach 1800 cc and beyond. For 2007, Yamaha has launched the V-Star 1300 as a new contender in the mid-size cruiser wars.
The 2007 V-Star 1300 comes in two flavours, the standard model and the Tourer. Both models are very much the same but as the name suggests, the Tourer comes with the touring amenities that make a long trip much more enjoyable. Those amenities include a windshield, leather covered hard saddlebags and a passenger backrest. Each locking saddlebag offers 42-litres of cavernous storage space making it easy for a couple to store more than enough stuff for a few days on the road.
The look of the V-Star 1300 has everything that today's style dictates. It's long and low, clean flowing lines, has lots of power and it's easy to handle. On top of all those features, Yamaha is garnering quite a reputation for its tasteful customized accessories for the whole Star line of motorcycles and this bike falls right in step with that kind of thinking. Especially since this V-Star's fenders and fuel tank are made of metal making a custom paint job fit right in the mix. The Yamaha website offers many bolt-on items to make your V-Star truly your own.
Riding the new Tourer makes it very easy to rack up the miles in a short time. Yamaha seems to have the suspension of all its cruisers dialed-in and the V-Star 1300 Tourer is no exception. During my travels, I had the new V-Star on some pretty rough, frost-heaved sideroads and the suspension absorbed any, and all punishment, and easily floated over pavement that had not weathered well. Not once did the rear end bottom out on me. I didn't ride with a passenger but if the ride gets a little rough with extra weight on the back, the single shock is spring preload adjustable. The rear shock is mounted out of sight vertically behind the engine.
The 41 mm front fork provides loads of travel, 135 mm (5.3") to be exact. If you ride on roads that would bottom out on that kind of travel, you're on the wrong style of bike. Just like the rear suspension, the front end worked flawlessly and provided a smooth ride.
Adding to both ends of the bike are the seven-spoke mag wheels and tubeless 130 and 170 section tires on the front and rear respectively. Two-piston calipers squeeze the dual 298 mm full-floating rotors up front while a single pot caliper slows the rear 298 mm rotor down. The rear caliper hangs low and is somewhat hidden behind the swingarm. The brake lever takes a light squeeze to operate the front binders and the rear brakes do an admirable job to slow the rear wheel. All in all, the bike stops quickly without much effort on either the lever or the pedal.
Adding to the comfort is the roominess of the cockpit. The 1,690 mm (66.5") wheelbase provides plenty of leg room and the vibration-isolated floorboards give the feet some room to move around as well. I did find that I had to reach for the handlebar as it seemed a little low on my demo unit, but it's an easy fix to raise it up slightly. The seat is wide and comfortable offering excellent support and only hovers 715 mm (28") off of the ground making it an easy fit for most riders. The locking seat easily removes for access to a tool kit, fuses and the battery.
The zero-distortion windshield offers outstanding protection from the wind and that is in part because...it's huge. When I initially walked up to the bike, that was the first thing I noticed and it wasn't just me, others commented on it as well. Personally, I like to look just over the top of a windscreen but this one goes above my line of sight by about 2.5 inches. I didn't have the opportunity to ride in the rain but I have no doubt that the rider's torso would be well protected from on-coming weather. Turbulence on the other hand, can act in funny ways on a motorcycle and can seemingly come at you in the strangest direction for no real reason. While I was riding the V-Star I had a breeze coming up from beside the fuel tank that was strong enough to push my coat into my chest. This type of turbulence is generally associated with having a windshield but this seemed excessive, possibly due to the size of the windshield. On the plus side for those who prefer to ride sans windshield, it does come off easily with the removal of four bolts.
The analogue speedometer is mounted to the top triple tree, just to the rider's side of the one-inch rubber-mounted handlebar making it easy to see and read at a glance. At the centre of the gauge is a multi-function digital read-out for the odometer, dual trip meter, clock and low fuel trip meter. Also on the gauge are the necessary idiot lights including a low fuel light to catch your attention should the need arise. A switch operated on the right hand switchgear does the toggling between the different functions of the digital display so there is no need to take your hand off of the handgrip. All hand controls are easy to access and the turn signals are self-cancelling. The ignition switch, which serves double duty as the steering lock, is conveniently located just ahead of the speedometer. Finishing up the view from the saddle is the colour-matched headlight pot up front.
The heart of the new mid-size V-Star is the liquid-cooled 1304 cc (80 ci) 60o V-twin engine offering Electronic Fuel Injection and chain driven Single Overhead Cams that operate 4-valves per cylinder. Although the engine is liquid-cooled, Yamaha has done a good job of hiding the evidence. The black radiator is tucked nicely between the frame's downtubes and it comes with no chrome to draw attention to it. The top coolant hose enters the engine from under the fuel tank while the lower hose enters the radiator at the bottom directly from the engine's internal water pump. The hoses are almost invisible unless you are specifically looking for them. The engine features predominant cooling fins in an effort to fool the on-looker that the engine is air-cooled.
The engine dishes out plenty of power, getting up to speed quickly and smoothly...
... MMM
To read more of this shortened article, be sure to pick up this issue of Motorcycle Mojo Magazine. Current Issues are available at Chapters/Indigo and other fine newsstands across Canada and by subscription. Previous issues are available in the Mojo Store.
