These (blue and black) are...
These (blue and black) are the 2004 colors. The V-Star 1100 Custom has changed little in five years. The 2004 price is $7899.
IN BRIEF
High Points: Great price, good looks, solid power.
Low Points: Stiff suspension, vibration, poor passenger accommodations, ineffective headlight and mirrors.
First Changes: Brighter headlight bulb, new seat if carrying passengers.
Andy Cherney: Give me your poor, your vertically challenged, your power-hungry masses. Let them yearn for cruisers with clean lines and slinky paint jobs. They shall also demand fistfuls of stopping power, and a manageable handlebar instead of wheelbarrow grips. Gather them all and point them in the direction of Yamaha's V-Star 1100.
You'd call it a middleweight at first blush. It's long and low, and not a bad-looking scoot at that. A narrowish bar and way-low seat height ensure comfort and confidence for those closer to the ground. The handling is light and responsive and the power is much beefier than you'd expect; even though it's an 1100, its low, crouched stance gives the illusion of a much smaller powerplant. The brakes are solid -- double discs up front with plenty of grab on the wheel and none of the usual brake fade. Requisitely smooth throttle response, good low-end grunt and a fairly comfortable (did we already say "low"?) seating position round out the basic goodies.
Another thing that'll grab you is the price -- for 7800 bones, you're getting a solid middleweight you won't grow out of in a few years, and -- it shore is purty. Love it or hate it, that distinctive gold metalflake two-tone paint scheme will turn your retinas inside out. People notice these things.
Such a deal! 1100cc of middleweight magic for less than eight grand. You can cruise in style without having to sacrifice your lavish gourmet dinners. Lemme jes dust off the ol' checkbook here and...
Jamie Elvidge: Boy, this bike gets the looks. In the two weeks I had it I hardly parked once without someone reminding me how pretty it was. It's quite a catch for the cash and it offers enough performance to back up the visual attitude. I think it raises the bar in the 1100 class and I'd be the first to recommend it, especially to a competent beginning rider. It is well-mannered and physically manageable, yet it won't leave you hemming and hawing in a year. It's a great package, and the silver-and-gold paint combination is striking.
But if I could just ride and never have to actually look at my bike, I'd be likely to opt for the Virago 1100. It might have missed out on the pretty pills, but it has the power and handling characteristics I appreciate. On the other hand, if I looked at my motorcycle more than I rode it, Honda's Shadow Aero 1100 would be my pick. Luckily, in the real world, we get to do a lot of both -- and the newest V-Star is poised in the balance.
Art Friedman: Virago lovers, I feel your pain. This upstart threatens the future of your venerable 1100 V-twin. And why? Because it's fashionable this week? Because somebody decided that new is better?
Brasfield, who had attended the V-Star intro, wondered if I'd still prefer the Virago -- which has been one of my favorite twins for a long time. Having seen the photos and heard from him what it was like, I was pretty sure I'd surprise him and like the V-Star more.
Sorry. I still prefer the Virago by the smallest of margins. I expect the V-Star, with its sleek good looks, to outsell its stablemate severalfold this year, even though the new bike got a late start. But I think I'd stay with the faster, smoother, and -- for me -- more comfortable Virago, and also get the centerstand, tachometer and other features. I score the Star slightly higher for saddle and suspension but the Virago feels like it was built for my dimensions and riding style. Yes, the V-Star is prettier, but it still has a surprising number of warts when you look at it up close. It definitely has the nicer profile, though.
That is actually one of the problems. If I bought the Virago, I'd be sorry that the V-Star is slower. It would be nice if it was a little faster, so it could stay where I could look at those pretty lines rather than just a shimmering dot receding from my rearview mirrors.
SPECIFICATIONS
1999 Yamaha V-Star 1100 Custom
ENGINE & DRIVETRAIN
Type: Air-cooled, 75-degree V-twin
Valve arrangement: SOHC, 1 intake valve, 1 exhaust valve; rocker arm, screw tappet adjust
Displacement, bore x stroke: 1063cc, 95 x 75mm
Compression ratio: 8.3:1
Carburetion: 2, 37mm Mikuni
Lubrication: Wet sump, 3.6 qt
Minimum fuel grade: 86 octane
Transmission: Constant mesh; 5 speeds
Final drive: Exposed shaft
CHASSIS
Wet weight: 616 lb, 53.8% rear wheel
GVWR: 1047 lb
Wheelbase: 64.5 in.
Overall length: 94.6 in.
Rake/trail: 33 degrees / 5.4 in.
Wheels: Spoke, 2.2 x 18.0 in. front, 4.5 x 15.0 in. rear
Front tire: 110/90-18 Dunlop K55SF
Rear tire: 170/80-15 Dunlop K55S
Front brake: 2 dual-piston calipers, pin-slide type, 11.7-in. discs
Rear brake: 1 dual Popposed piston caliper, 11.1-in. disc
Front suspension: 41mm stanchions, 5.5 in. travel
Rear suspension: Single shock, adjustable for preload, 4.5 in. travel
Fuel capacity: 4.3 gal (1.2 gal reserve)
Handlebar width: 33.0 in.
Inseam equivalent: 32.0 in.
Seat height: 27.0 in.
ELECTRICAL & INSTRUMENTATION
Battery: 12v, 8AH
Forward lighting: 55/60-watt headlight, position lights
Taillight: Single bulb
Instruments: Speedometer, odometer, tripmeter, warning lights for high beam, turn signals, neutral, oil pressure
PERFORMANCE
Fuel mileage: 31 to 39 mpg, 35.2 mpg avg.
Average range: 158 miles
Quarter-mile acceleration: 14.29 sec., 90.9 mph
The other V-Star 1100, the Classic, was a top contender in our 2002 1100 twin Comparison, which you can read here
Additional motorcycle motorcycle road tests and comparison tests covering over 100 cruiser models are available at the Road Tests section of MotorcycleCruiser.com.