Bikes with long wheelbases need to lean over deeper than shorter bikes to negotiate the same corner arc at the same speed, so I expected the Raider to be a real pavement-scratcher on the snaking roads where Yamaha held its launch. While it wasn't hard to drag the footrests, it was pretty close to cruiser-normal in this regard. What's more, the pegs fold up quite a bit before anything solid begins to grind. And the extended wheelbase lends stability, giving confidence in corners. That's gravy on top of the well-sorted suspension, predictable steering geometry and solid frame. The aluminum frame's castings allowed Yamaha engineers to tune it to provide the handling and "pulse" characteristics they wanted, as did the die-cast alloy swingarm, which bolts to a preload-adjustable KYB shock. With all that frame length, there was plenty of room for an under-seat fuel tank, which keeps the 4.1 gallons of gas down low. Though the Raider has slightly more steering-head rake (33.2 degrees) than the Roadliner (31.3), it gets back some steering lightness with slightly less trail (102mm) than the classic-style big Star (152mm). Overall, those used to the handling foibles of custom-style cruisers will likely find the Raider easier to herd around than those other similarly styled bikes.
Yamaha didn't shortchange the new Star on brakes, either. Up front, there are two 11.7-inch rotors pinched by four-piston calipers, with a 12.2-inch disc with a single-piston caliper in back. Both provide strong power and good control.
Although you get a better look at it in the Raider's wide-open frame, that 1854cc V-twin is the same motor that drives the Roadliner/Stratoliner. Mikuni injectors with 43mm throttle bodies feed four-valve, two-plug heads. The swoopy 2-into-1-into-2 exhaust includes O2 sensors and two catalysts. It also boasts Yamaha's EXUP exhaust-valve system to maximize power at low rpm. Out on the road, dual balancers mostly mute vibration from the solidly mounted, air-cooled, 48-degree, pushrod V-twin, except at fairly high rpm. With tractorlike tractability, the 113ci engine is a pleasure, whether in traffic or moving fast; a seamless flow of power and unflinching throttle response make it an ideal cruiser mill. The clutch is light and predictable, and the five-speed tranny shifts smoothly and positively.
Yamaha gave us less than 200 miles on the bike, and I found little to gripe about. My butt was sore at the end of the day, which normally isn't the case on the Roadliner. Some of that was caused by the seat design, but I also attribute it to the fact that the Raider places feet farther forward, which puts more weight on your tail. A detachable windshield is available from the Star accessory people, but the front end of the Raider supplies quite a bit of wind protection, even with that 36-inch-wide handlebar.
Most of the current generation of big-bore Japanese cruisers have gravitated toward the classic style rather than the edgier custom profile; the companies that make them spent half a century developing motorcycles that worked well. Pushing that aside to get an attitude that can be summarized as "Born to Look At" simply went against everything they had achieved. The Raider shows that serious custom style can mesh with a "Born to Ride" attitude.
High Points
Looks good, works betterStrong, predictable, easy-to-use powerNicely sorted suspensionYou like 'em looooong?
Low Points
Seat could be betterLittle flexibility in riding position