V-Star 1100

'99 IS NOW

WHEN YAMAHA DEBUTED ITS V-STAR 650 LAST year, we posed this question: "Will Americans go for a moderately priced mid-displacement cruiser that offers the appearance—if not the performance—of bucks-up megacruisers?” The answer, it seems, is yes. In fact, Yamaha biggies say the 650 is such a success that dealers are sold out and screaming for more. So Yamaha is giving them more. A lot more.

Joining the V-Star Classic and Custom in Yamaha’s 1999 lineup is the V-Star 1100. Intended to bridge the gap between the 650s and the gaggle of 1300cc Royal Star models, this newest Yama-cruiser is about performance and styling. Says a spokesman, “This bike is not just for outward

posing. It’s also fun to ride. It’s more serious and more fashionable than cruisers in the past.”

A bold statement, but the V-Star pretty much lives up to its hype. On the styling front, its low, long look is definitely chopper chic. Also cool: the exposed driveshaft on the left side, looking very retro-BMW. Performance-wise, the VStar holds its own. Although not quite a hot-rod, it’s no sissybike, either. Its engine is a modified version of the 1063cc, air-cooled, sohc V-Twin that powers the ever-popular and venerable Virago 1100. The biggest difference being that engineers tweaked the two-valve-per-cylinder mill for more power and torque at lower rpm.

Yamaha claims the upgraded V-Star engine makes 62 horsepower at 5750 rpm and 62.7 foot-pounds of torque at 2500 rpm, while the Virago made a claimed 61.5 hp at 6000 rpm and 63.7 ft.-lbs. at 3000. Changes include altered valve timing, revised gear ratios, ceramic composite-coated cylinders, forged (instead of cast) pistons and a stiffer crankcase.

V-Star 1100

Bigger, badder, better Yama-cruiser

WENDY F. BLACK

Meanwhile, the V-Star chassis is all-new and incorporates a double-cradle steel-tube frame. Suspension duties are handled by a hardtail-looking swingarm with hidden shock, and a conventional 41mm telescopic fork. Stopping the bike are two-piston calipers gripping dual discs up front; a singlecaliper/disc combo brings up the rear. Wire-spoke wheels wear Dunlop bias-plys.

Yamaha debuted the bike in Juan les Pins, France, where journalists from near and far sampled the V-Star in tight, confined city streets and along spiraling roads of the French Alps. With its low, 27-inch seat height and comfortably accessible handlebar and footpegs, the seating position is compact but not cramped. The wide, padded saddle is cushy on the cheeks, but several hours of riding will take their toll on the tailbone.

Underway, the engine’s enhancements are definitely discernible. Engine response is aided by a throttle-position sensor, and the five-speed transmission shifts effortlessly. All good stuff.

Elandling is better than you’d expect from a 574-pound cruiser with a 64.6-inch wheelbase. Plenty of low-end stomp means that busting through stop-n-go traffic is a cinch. Furthermore, freeway flogs are all but vibration-free. Of course, attacking twisties will result in scuffed footpegs at best and beveled pipes at worst, but suspension is more than capable (though rear rebound damping could be improved) and braking is sound.

Overall, the V-Star 1100 is a heck of a romp. Price, unfortunately, remains a mystery, but Yamaha maintains the bike will be extremely competitive with others of its ilk. Take that to mean somewhere in the $8000 range. Look for it in dealerships come April.

YAMAHA YZF-R7 OW02

Yamaha "sorta" debuted its next-generation YZF-R7 (0W02) Superbike at the Munich Intermot Show. Based closely on the Ri, but tar more exotic with titanium intake valves and connecting rods, it was only displayed in the full Superbike, race-only ver sion. Technical details are being withheld until later. The only sure thing about the bike is that it will be very expensive, and will likely be produced only in quantities sufficient for Superbike homologation. As of now, there's no indication that any R7s beyond the needs of Yamaha's U.S. Superbike team will be imported.