The V-Star 1100 engine is...
The V-Star 1100 engine is based on the Virago 1100 mill.
YAMAHA V-STAR 1100 CLASSIC
Roomy, classic big-bike style at a bargain price
The newest member of Yamaha's Star family illustrates perfectly the attractions of an 1100. At first glance, the V-Star 1100 Classic may be mistaken for Yamaha's bigger V-twin, the 1600cc Road Star. Certainly the finish quality is close -- with features such as shaft drive and triple discs -- the bike is not a stripped-down bargain ride. It's not much slower than the 1600 either. But at $8099, it's $2400 easier on your bank account.
You can trace the V-Star 1100's roots to the Virago 920 of the early 1980s. It later grew to 980cc and became the Virago 1000 and then to 1063cc as the Virago 1100. Last year, Yamaha introduced the V-Star 1100 Custom, which was powered by an air-cooled engine based on the Virago's, but tuned to deliver more power at a lower rpm range and re-skinned to complement the classy looks of the V-Star. The Virago heritage is evident in the engine's 75-degree V, its 1063cc displacement, its overhead-cam operation of two valves per cylinder, and shaft final drive behind five speeds. This year, an additional V-Star, the Classic version tested here, was added, and the Virago 1100 was discontinued.
The V-Star 1100 engine is...
The V-Star 1100 engine is based on the Virago 1100 mill.
Both V-Star 1100s share the same engine, frame, a 64.5-inch wheelbase, a fat 170/80-15 rear tire and wire-spoke wheel, single-shock link-type rear suspension, a 4.5-gallon fuel tank crowned by a big speedometer, staggered dual mufflers and many lesser details. But the new-for-2000 Classic has a wider look created by its fatter 130/90-16 front tire (compared to a 110/90-18 on the Custom), covered front fork stanchions, big 7.0-inch headlight, fuller fenders, floorboards instead of the Custom's footpegs, and a wider, deeper saddle, which raises seat height by .9 inch to 27.9 inches off the road.
That plush seating helps to make the V-Star Classic the most comfortable V-twin cruiser in the 1100/1200 class. The saddle is wide enough with enough padding of sufficient density to keep most riders' backsides sitting pretty for a few hours. There is enough room to keep sub-six-footers happy -- though the bike seems small if you just jumped off the Aero. The 75-degree split of the cylinders helps to cancel most vibration despite its single-crankpin design, so the V-Star 1100 Classic's slight buzz at highway speed was not enough to set off our vibration alarms. The suspension is the best compromise (among the bikes we tested) between comfort and control -- though a heavy passenger can overwhelm it even with the single rear shock's preload cranked up all the way. Ridden solo, the V-Star Classic soaks up both small and large bumps well. Passengers get more room and padding than on the Sabre, Sportster or the V-Star Custom, but slightly less than the Aero.
The view from the cockpit...
The view from the cockpit is similar to what a Road Star pilot sees.
Although the Virago 1100 was among the quickest V-twin cruisers, the changes made to pump up the power at lower engine speeds, including a single carburetor, have softened its full-bore punch, putting the V-Stars in the middle of the 1100 field in terms of acceleration capability. The V-Star Classic still doesn't come away from a stop under moderate throttle quite as forcefully as the Aero or Sportster, but it is stronger off the bottom than the Sabre. A handlebar-mounted choke control aids starting, and after a few blocks to warm up, the V-Star delivers seamless power from near idle. Throttle response is crisp and there are no drivetrain hiccups. The clutch disengages with a light pull, and the transmission shifts smoothly.
Though its heavyset style might lead you to believe otherwise, the V-Star Classic is easy to manage at most speeds. The Classic's 00-inch wide bar provides plenty of leverage to make steering light and precise. It turns readily and tracks true through corners -- both smooth and bumpy. Cornering clearance is acceptable but not exceptional. You can lean over farther on this V-Star than a Road Star before the floorboards drag, but the other three bikes in this group can lean deeper. With dual discs up front, the V-Star provides the best full-goose stops of any of the four bikes. Nicely controlled suspension and good control of the single rear disc also help. The Yamaha is also the only bike here that provides an adjustment for the reach to the front brake lever.
The V-Star's exposed driveshaft...
The V-Star's exposed driveshaft is unique and offers some fun customizing possibilities.
That 75-degree V angle creates an exhaust cadence that, not surprisingly, sounds like a cross between a Ducati and your basic 45-degree twin. The look is very Road Star-like thanks to similar lines, paint patterns and details like the tank-top speedo and stainless-steel fork covers. Of course, a second look confirms that it's not a Road Star. If the engine doesn't give it away, other details do.
On the left, the presence of the exposed drive shaft instead of the Road Star's belt is a dead giveaway. On the right, the big round air cleaner with its ugly black-plastic backing plate is a sure sign. But there aren't many places where the V-Star has been jabbed with the ugly stick. Color choices are limited, however. The standard shade is basic black; if you want the maroon/ivory scheme of our test unit, it will cost an extra $100.
We suspect that the Classic with its better padded, more affluent style will be more popular in America than the V-Star Custom. A good all-around ride, the Classic outshines the other three contenders on a long ride, a trait due in part to its wide style. It's not the most powerful or best finished of the quartet, but it is perhaps the most versatile and is certainly the best bargain.
High Points: Very comfortable, Road Star looks on a budget, strong brakes, good suspension.
Low Points: Limited cornering clearance, speedometer out of line of sight.
First Change: Eliminate ugly black air cleaner backing plate
WHICH TO RIDE?
Decisions, decisions
Before you buy one of these "middleweights," assess your needs carefully. There are no dogs in this quartet -- especially in terms of performance. All of the bikes will pace or pull away from bigger twins. All should hold together well enough to provide reliable daily transportation. But each one has strengths and weaknesses.
So what do you want an 1100 to do? Are you planning to travel? The V-Star 1100 Classic is the best choice in the class, but the Aero can also provide lots of long happy miles. Or do you need a street fighter for the ride to work? Depending on whom you ask, the Sabre and the Sportster are the winners there. Is riding with a passenger a big part of your plans? The Aero is the roomiest. Plan to play on winding roads? We'd pick the Sportster. Are head-turning looks important? The Aero scored highest on all of our style meters and provoked the most apparent envy from casual commentators. It also looks the biggest and most elegant. Plan to customize or hop-up? The Harley has boatloads of options. But you want a custom that isn't another Harley? The V-Stars enjoy the best aftermarket support of the rest.
Since we left some 1100 V-twins out, other possible best-1100 questions are answered by bikes we didn't include. For example, which bike would we pick as the most reliable? That would be the Honda Shadow Spirit, which is smooth and has enough history to have ironed out most bugs. Any of the other Japanese bikes would also be good choices, but the aging design and vibration of the Harley worries us slightly. However, Harley riders in general enjoy the best national dealer base. Want even more sporting flavor? Harley's Sportster 1200 Sport should get your attention. Moto Guzzi's Jackal is also an inspired sporter, though its 1100 V-twin doesn't follow the tandem layout of these bikes. Is saving every purchase dollar important? The other V-Star, the $7899 Custom, has many of the V-Star Classic's attributes for $200 less.
But all of these bikes are bargains if you measure their performance and quality against the ranks of big twins. The 75 percent solution can provide comparable performance and quality with a slight loss of torque and prestige.
The Road Tests section of MotorcycleCruiser.com also has a 2002 comparison test of the motorcycles in this class.
RIDING POSITIONS
Brasfield: I can't think of anything more enjoyable than swinging a leg over a bevy of 1100s and racking up a few miles. This comparison has, once again, reminded me what an amiable class of cruisers these bikes are. Even the simple act of commuting put a smile on my face. Still, when I stepped back to consider what I liked about these bikes, two approaches came to mind.
If I were to base my decision on looks alone, I'd have a tough time choosing between the Aero and the V-Star. The fit and finish on both bikes is admirable. I've been smitten with the Aero's headlight since I first laid eyes on it. And anyone who'd swap the Aero's long, pretty pipe with yet another set of staggered duals or drag pipes ought to be shot. The V-Star offers a similar level of detail work, though the visual impression is more of the whole, as opposed to a few standout parts.
If my choice of 1100s were based on riding, the V-Star pops up again but with a different rival. The Sabre is the perfect urban tool in this group of 1100s. With its low gearing, the newest Shadow makes quick work of most traffic. The bike loves to accelerate off the line. Good fun! When riding for longer distances is a consideration, the V-Star outshines the other 11s. A comfy seat combined with good power and suspension can't be beat on a long haul.
So, which would I choose? Since I hadn't cruised outside of the urban environs for several months before this comparison, the bike that works best in the concrete canyons gets my vote -- making the Sabre the pick of the litter.
Evans Brasfield
When he's not delivering babies, former staff editor Brasfield freelances these days. Visit his website at www.EvansBrasfield.com and ask where the pictures of the baby are.are.
Friedman: Let's see. The Sportster is too hard-edged and uncomfortable. I've long since shaken off appeal vibration might once have had, along with other pieces that shook off. I love the look of the Aero, but it feels rather vague when I ride it, and the riding position doesn't quite work for me. The Sabre's acceleration would make it a good daily rider if city streets and back roads were my main fare. I like its profile but not the details. The V-Star makes enough power and has the best long-term comfort under me. I like the look -- though not as much as the Aero -- and its price.
Sounds like I should go shopping at my Yamaha dealer.
Cherney: I came into this test thinking riding position and comfort first and foremost. So I'm chucking the Harley Sportster out of contention right off the bat -- its drag bar and forward controls stretch you in weird, uncomfortable ways. It will kill the others off a stoplight though, and that might be enough for some.
The V-Star looks to be the Jennifer Love Hewitt of the bunch -- quite a hottie, really, with all the goods in most of the right places, easy to get along with and a really nice smile. And that would work fine as your transitional girlfrie...er, bike, but I don't know about the long run. Even though it beckons you with a big, honking comfy seat (the bike, not Jen), and nice styling cues, I don't think the thing will ever be a big movie-star.
The Sabre was, well, average. Good brakes, fairly comfortable, geared well for the city and decent looking enough, but no pizzazz. It must be the bike's dishrag personality. I couldn't quite get over the little things, like cheapie rider pegs and humdrum exhaust note. I deserve better.
So, I chose the other Honda, the Aero -- for best all-around performance and frankly, for best style. With strong power down low for the mean streets, beautifully decked out tires with grand old whitewall, and swank two-tone paint and a stylish fishtail muffler, the Aero makes no bones about what party it's dressing up for. The bar is low and the seat is well padded for a comfortable riding position -- plus, the fit and finish is typically top-notch Honda.
Give me a boulevard, give me a passenger and give me an Aero.
Additional motorcycle road tests and comparisons are available at the Road Tests section of MotorcycleCruiser.com.