Yamaha XVS 1300 V-Star

Powered by a sporty 1304cc, fuel injected, liquid-cooled, V-Twin powerplant; the Yamaha V-Star 1300 boasts class leading performance, handling and comfort. Easy to ride and easy to touch the ground, we finished off this midsize cruiser with a little steamlined style and plenty of Yamaha Star quality and durability.

The perfect Star.

Not too big and not too small but with a personality all its own. That's the Yamaha V Star 1300 with its belt drive, powerful 80-inch V-twin, steel fenders and flangeless fuel tank. Star quality from stem to stern and the looks to turn heads all in a package that is designed to navigate the urban maze in style.

Solid performance. Great looks

Yamaha has taken the traditional cruiser into a bold new territory with the eye catching V-Star 1300. Traditional yet modern, classic yet avant-garde. From the throaty exhaust note to the pulse feel of the fuel injected V-twin engine, the V-Star 1300 offers something we call "sensual performance". The perfect blend of soul stirring power, handling and comfort highlights the Man-Machine relationship which is so important to owner satisfaction.

Yamaha V-Star 1300 model Features

Fuel Consumption * 18kpl/51mpg(Imp)

1304cc, liquid-cooled, V-twin

throttle body fuel injection


ENGINE

1304cc (80 cubic inch), liquid-cooled, short stroke, SOHC, 8-valve, 60° V-twin powerplant pumps out incredible amounts of class leading power and torque for unparalleled acceleration and cruising performance.

Electric starting system features a mechanical centrifugal decompression device in the exhaust camshafts for easy, no-hassle starting.

Liquid-cooling not only allows for higher state of tune because it maintains more stable operating temperatures, but also reduces mechanical noise for a quieter engine.

In an effort to maintain the classic air-cooled appearance of the engine, cooling fins have been added as a styling touch and the rad is "hidden" between the frame down tubes.

The short stroke engine design reduces the "height" of the engine, while the 60 degree "V" makes the engine more compact thereby centralizing mass and lowering the center of gravity for lighter more responsive handling.

Classic V-twin "pulse feeling" and engine character highlight this powerplant while annoying vibration has been eliminated.

One-piece cylinder heads feature 4-valves per cylinder to provide optimum breathing efficiency for maximum power output. Each head is fitted with a single long reach spark plug.

Stylish chromed cylinder head covers.

The SOHC valve train features 36mm intake and 32mm exhaust valves with single springs for great power and torque. Valves angles are set at 20 degrees from centre. Specially designed roller rockers activate the valves. The rocker system allows a greater amount of valve lift without producing excessive camshaft wear and friction. The slipper portion of the rocker arm features a needle bearing to further reduce wear and slide resistance. The camshafts have been specially designed for use with roller rockers.

Optimized squish area forces the fuel / air mixture toward the centre of the combustion chamber for more complete combustion and hence improved power and cleaner emissions.

The radiator is mounted between the front frame down tubes to minimize its appearance especially when viewing the machine from the side. Even the rad hoses have been discreetely placed for a cleaner appearance. An electric fan aids in cooling in stop and go traffic. Special cooling louvers direct air to the rad.

Automatic hydraulic cam chain tensioners reduces mechanical noise and extend engine life.

Ceramic composite-plated cylinders reduce weight, increase cylinder life and provide uniform heat dissipation. The cylinders have a tapered "V" appearance to highlight the V-twin design. Cylinder bore is 100mm.

Forged pistons offer great durability and reduced weight for faster engine response.

Crankshaft features a single crank pin design. The crankshaft turns counter clockWise. This specially designed crank helps to enhance the pulse feeling and engine character.

Forged connecting rods ride on a single crank pin for that true V-twin sound and feel.

Single axis, left and right dual engine counter balancers reduce vibration to a minimum while maximizing rider comfort.

Crankcase design features internal oil and coolant lines for a clean, air-cooled engine appearance. There are special piston coolers that spray oil at the under side of the pistons.

Easy access, spin on type oil filter is located under the engine. There is no need to remove any parts to access the oil filter.

Classic side mounted 3.7 liter airbox houses a high-flow viscous paper-type filter and adds that special styling touch too.

Mikuni dual bore, 40mm throttle body fuel injection system with TPS (Throttle Position Sensor) and ISC (Idle Speed Control) . This is a "closed loop" system that utilizes an oxygen sensor. The oxygen sensor feeds back info to the ECU which in turn adjusts the fuel/air mixture for maximum power with minimum emissions. The oxygen sensor is located before the mufflers, so the use of slip-ons will not affect this system. Each injector features 12 holes and a dual spray pattern for better fuel atomization and more complete combustion chamber filling. There is one injector per cylinder. Fuel injection benefits include improved fuel economy, chokeless operation, reduced emissions, and smoother running.

High pressure fuel pump is located in a separate sub fuel tank below the seat.

2 into 1 exhaust system features a 3-way honeycomb catalyzier at the entry point to the muffler. The catalyzier reduces harmful exhaust emissions, while the muffler produces a throaty V-Twin growl. The rear portion of the muffler features a "slash cut" end

Smooth-shifting, 5-speed transmission with 5th gear overdrive delivers outstanding cruising performance and reduced rpms at highway speeds. The engine is spinning at 3,400 rpm at 110 km/hr.

Clean, quiet belt drive system is extremely low maintenance and simplifies customization. The belt is unique to the XVS1300 and features carbon cords for strength.

The 7-spoke rear pulley has been styled to match the cast wheels.

Air Induction System (A.I.S.) reduces harmful exhaust emissions (CO & HC).

One piece classic heel-and-toe shifter adds versatility and enhances the overall cruising experience.

SUSPENSION

Double cradle steel frame offers roomy ergonomics, a low seat height and great handling. This frame utilizes a rigid engine mounting system to optimize the overall rigidity balance for superior handling. The rake is 32 degrees, while the lean angle is a sporty 36 degrees.

Steel swingarm matches the frame and provides superior performance in a wide variety of conditions, while also making a bold styling statement.

Long 1,690mm (66.5") wheelbase creates a long, low retro profile and stable handling. This chassis is longer than the XVS1100 by 45mm and offers a 48% / 52 % front to rear weight distribution.

The long low design means spacious ergonomics with lots of leg room, which maximizes both rider and passenger comfort.

41mm KYB front fork features stylish large-diameter brushed-finished fork covers. Wheel travel is 130mm (5.1") for a smooth, comfortable ride.

Monocross style, spring preload-adjustable, single-shock, link rear suspension centralizes mass for agile handling. The linkage system provides a rising rate effect that provides excellent compliance on both small and large bumps. There are 9 positions of spring preload adjustability to suit rider preference.

Rear shock is vertically mounted behind the engine and is tucked out of sight for that classic, hardtail look. Rear wheel travel is 110mm (4.3").

Dual 298 mm, floating front discs are squeezed by compact twin piston front calipers.

298 mm rear disc brake is squeezed by single piston caliper mounted to the underside of the swingarm. This design not only helps to hide the caliper but also lowers the center of gravity for excellent handling.

Lightweight 7-spoke cast aluminum wheels are fitted wide tubeless tires. The "mag" style wheels are both easy to clean and never require maintaince. The rear drive pulley matches the rear wheel design.

Full-size, "tapered" floating-type rider floorboards are roomy and comfortably positioned while also helping to reduce vibration. There is a replaceable "scraper" area on the lower edge of the footboard.

1 inch, rubber mounted handlebars are easy to reach and help to reduce vibration as well.

Front and rear fenders are steel for easy customization and painting if desired.

18.5 liter teardrop shaped fuel tank with flush mounted filler cap. Fuel tank seam is hidden for that clean, custom look. Reserve portion is 4.5 liters .

Generous rider and passenger seats offer plenty of room and support for all day riding comfort. Seat height is only 690mm or 27.2 inches off the ground.

Handlebar-mounted chromed instrument features a stylish design. Readouts include: analog speedometer, digital odometer, dual tripmeters, low fuel tripmeter, clock and low fuel warning light. Stylish red background illumination.

Handlebar switch gear allows the operator to change instrument functions via buttons on the back of the RHS handlebar switch, thereby eliminating the need to remove hands off the bars to adjust the main instrument functions.

60/55 watt high intensity halogen headlight emphasizes the "wild streamline", mass forward styling design. The chromed headlight body is adjustable up and down plus left and right via remote adjusters. There are also two 35 watt accessory light connectors inside the headlight shell for accessory passing lamps.

ADDITIONAL FEATURES

Industry-leading Star family fit and finish features rich, lustrous paint and extensive chrome accents creating a machine as stunning as it is powerful.

3D fuel tank emblems enhance quality and attention to detail.

Extra wide front brake and clutch levers provide a quality feel.

Steering lock is integrated into the main ignition switch for extra convenience.

Handy, under seat helmet holder

Low-maintenance, sealed battery ensures fuss-free, dependable starting.

Self-cancelling turn signals feature stylish clear lenses.

High output 460 watt generator

Chromed belt cover

Review

The PR folks at Star Motorcycles (the manufacturer formerly known as Yamaha) sure know how to launch a new cruiser. International motojournalists have been lucky enough to travel to some of the preeminent riding locations in the world to sample new Star cruisers. This fall, the exotic locale to which the majority of the motorcycle magazines in the world would travel to obtain photos and riding impressions of the new V Star 1300 was Asheville, North Carolina. People who weren't fortunate enough to visit Asheville back in the days when it hosted the Hoot are probably wondering why the heck Star would choose rural North Carolina instead of some place really cool.
The answer is simple: Consider the V Star 1300's job description. According to Star's research, roughly a third of people in the midsize cruiser market are planning to spend their riding time exploring winding roads. Now, get out a detailed road map of the North Carolina mountains. If any part of the country could be labeled a nirvana for motorcyclists, it would be western North Carolina. Toss in the beginning of autumn, with the associated changing leaf colors, and you've got a perfect place to get to know a new cruiser. Of course, as the introduction came to an end, we began to wonder how the newest Star would adapt itself to the less-idyllic world of daily use. Only time would tell.
The first obvious assumption about the V Star 1300 would be that it will replace the V Star 1100. Surprisingly, however, the V Star 1100 will remain in the Star line for 2007. Instead, the 1300 slots into the gap between the 1100 and the Road Star, filling out the deepest model line in metric cruising. A quick comparison of the V Star 1300 and the 1100 provides a nice overview of what cruising has become since the little brother's introduction as a 1999 model.
The second obvious-and also incorrect-assumption about the V Star 1300 would be that the engine is merely a bored and/or stroked version of the 1100 mill. However, the V Star 1300 sports an all-new liquid-cooled, 60-degree, V-twin engine. The oversquare 100mm x 83mm bore and stroke yields a 1304cc displacement. This engine configuration is somewhat surprising since, as an engine becomes more oversquare, it tends to lose bottom-end torque-something most V-twin cruiser manufacturers strive for. The payoff for having a shorter stroke tends to come in the midrange and top end. Four valve heads control the fuel mixture's path through the combustion chamber. The 1300 weighs in with a 9.5:1 compression ratio compared with the 1100's 8.3:1-a hint that Star was looking for more power from the 1300. The single overhead cam controls the valves via friction-reducing roller rocker arms. The more efficient rockers also allow for higher valve lift ratios to increase power output. In true Yama..., er, Star fashion, power-robbing friction is also minimized with ceramic composite cylinder liners.

Because cruiser riders like to have a big pulse from the engine, a single-pin crankshaft is utilized. To cancel out the inherent high-frequency vibration of this design, two single-axis crankshaft balancers tune out the unwanted vibes while keeping the desirable pulse. This is no toss-away idea, either. When running an oversquare engine, the pistons are larger in diameter than the stroke's length, meaning that more weight is thrust up and down with each stroke. These larger pistons mean that larger vibrations need to be tamed. Nothing less than the rider's enjoyment is at stake.
In a nod to the engine's classic (read: air-cooled) styling, water and oil lines are routed internally, leaving a better view of the brushed cooling fins. Plus, the radiator is tucked stealthily between the frame's downtubes. Clever hose routing completes the illusion with the upper hose rising up to the space under the tank while the lower is obscured behind the motor mounts. A wet sump oil system aids in the uncluttered look and helps to keep the engine's mass centered and low in the chassis. V Star 1100 owners will be envious of the 1300's spin-on oil filter tucked out of sight under the engine.
The fuel-metering duties occur in dual, 40mm throttle bodies fed by 12-hole fuel-injector nozzles for better atomization. The ECU monitors and updates the mixture via an oxygen sensor. When combined with the three-way honeycomb catalyst hidden away in the 2-into-1 exhaust, the closed-loop system yields emissions that meet both 2008 EPA and EU3 regulations. The benefit to riders, however, is that the oxygen sensor will allow the engine to self-adjust to atmospheric conditions, such as altitude, and deliver the best mixture and, hence, the best power possible for the riding situation. (See, a press introduction in the mountains does make sense.)
Power is transferred from the engine to the transmission via a 10mm-larger-diameter clutch. To assist in managing the increased horsepower, nine fiber plates (an increase of one) are called to duty. The transmission features taller gear ratios, with fourth gear on the 1300 providing the same ratio as top gear on the 1100. A true overdrive fifth gear on the 1300 also helps to keep the vibrations at bay by helping minimize the engine speed to the tune of 450 rpm during highway riding. The Star engineers claim the tachometer (if there were one) would read only 3400 rpm at 70 mph.The gear dogs are square cut for more precise shifting. Finally, the stylish but old shaft has been replaced by a slinky carbon-fiber-reinforced, 28.6mm belt.

To create the big-bike look and feel, the V Star 1300 had its wheelbase bumped by 1.7 inches over the V Star 1100's. Despite the increased length, the seat height is still a inseam-friendly 28 inches. The styling is what Star reps termed "modern classic," and, you know, the term fits. The shapely headlight nacelle complements the lines of the tank when viewed from above. The sultry shape of the tank owes at least some measure to the clever 0.4-gallon sub tank located below the seat; the main tank can maintain the appropriate proportions without sacrificing looks, touring range or mass centralization. The instruments' move from the tank to the handlebar is also a practical as well as stylistic change. Riders won't have to take their eyes as far off the road to check the gauges, and when they do, the object they're looking at is quite pleasant.
Simply looking at the V Star 1300, one can see how far cruiser styling-and fit and finish-have advanced in eight years. From the the sexy reflector headlight to the shapely swingarm that employs stylistic touches derived from the Roadliner, the V Star 1300 comports itself as you might expect a flagship model to, rather than a midsize cruiser. The seven-spoke cast aluminum wheels and even the tank emblem (which emulates the speed lines of the Roadliner's tank) add to the visual value of the V Star 1300.
Although the look of the V Star 1300 is large, simply sitting on the bike and taking it off its side stand illustrates how keeping the center of gravity low created a more parking-lot-friendly feel. The metal fenders are ample yet seem more streamlined than true "classic" versions. The combination of the black frame and engine components naturally draws the eye to the select chrome or polished items on the engine-adding perceived value. (A side note: Both the engine and rear fender bear the name we were asked never to mention in reference to Star Motorcycles: Yamaha.) The seat is wide and comfortable enough for all-day rides.

The exhaust note is rich and deep, thanks to the large-diameter muffler outlet. The clutch is easy to modulate-which is a boon in commuter mode. Unfortunately, parking-lot maneuvers are complicated by a handlebar bend that can trap your knees against the tank-increasing the already-wide turning radius. Off the line, the engine's power has a slight flat spot. Extensive riding around town highlights that the 1300 is more responsive to throttle inputs than the 1100. Shifting is super slick. Move outside of the urban environment and you will find some driveline lash making throttle modulation mid-corner a little more abrupt than it needs to be. Aside from the aforementioned flat spot, the fuel injection is flawless and doesn't exacerbate the lash. The counterbalancers do their job, making most engine speeds vibration-free. People who plan on touring on the V Star 1300 won't suffer from the tingles associated with high-frequency vibrations. (Which is a particularly good thing, since Star Motorcycles also offers a mechanically identical touring version of the 1300.) The power delivery is midrange-heavy with ample top end, making for big smiles every time the throttle is twisted open. While downshifting always helps to speed overtaking maneuvers, the V Star 1300 rider gets to choose between using midrange grunt or an enjoyable run up to the top-end power.
Negotiating corners is quite easy. The bike responds to steering input crisply. Changing lines mid-corner is not a problem. The suspension manages to maintain the delicate balance between plush and firm. The ride never feels soft, and most bumps are absorbed quite easily. The V Star 1300's ability to rail through undulating sweepers illustrates how well the suspension does its job. Although a single-backbone steel frame is used, there was never a hint of flex thanks to the rigidity the solid-mounted engine adds. The preload-adjustable shock is tucked away out of sight, adding to the clean lines of the 1300.
The V Star's Ground Clearance is better than you'd expect from a cruiser with floorboards. (In fact, the Star leans farther than a VTX 1300 without touching parts.) The only real performance issue with the V Star 1300 is the brakes. The two-piston, single-action calipers are decidedly old tech. They do a decent job of hauling the bike down from speed-but only if you put enough muscle into the lever. Four-piston calipers would probably remedy this quibble. Still, in a panic stop situation, the brakes do get the job done.

With the introduction of the V Star 1300, Star Motorcycles has upped the ante in the midsize cruiser market. While keeping much of the friendly personality of the 1100, the newest Star is a big improvement and well worth the $10,090 asking price. If you have a hankering for a touring version, you'll get a windshield, saddlebags and a passenger backrest for $11,190 or $11,390, depending on your paint choice. Motorcycle manufacturers may pick ideal riding locations to introduce their new products, but when the impression of a bike only improves with each additional hour spent in the saddle once you're back in real life, you know it's a winner. The V Star 1300 is one of these motorcycles.
High Points
* Big styling
* Good power
* Impressive handling
Low Points
* High-effort brakes
* Flat spot off idle
* Handlebar can trap rider's knee in tight turns
First Changes
* Try different brake pads
* Ride the rubber off it

Source Motorcyclecruiser.com