Yamaha Street Bike Parts
Lookup Yamaha Street Bike Parts
So, there’s another new cruiser on the market, and it’s powered by a V-Twin motor that doesn’t come close to setting new records in terms of size or power. Some may yawn.
But that would be to ignore what’s currently happening in the motorcycle market. Cruisers continue to dominate, nearly doubling the sales total of the higher-profile sport bike market with 436,000 sold over the past 12 months. High-end cruisers are the best selling category, but the smaller classes have recently had a big upturn while the expensive stuff has been tailing off.
Enter the V-Star 950, a new cruiser that is appealing for its combination of manageable size, big-bike style and reasonable price. The new 950 fills a hole in Yamaha’s Star brand of cruisers, slotting in between two long-in-tooth models: the V-Star 650 and V-Star 1100. Star’s design goals for the bike were to offer an easy-to-use platform for all skill levels and rider sizes while providing a full-size cruiser feel with comfort, attitude and image.
Thumbing the starter button ignites the fuel-injected 942cc V-Twin without employing a choke lever. The twin-cylinder mill is air-cooled for simplicity and aesthetics, with its 85 x 83mm cylinders arranged 60 degrees apart. A single overhead cam and roller rockers actuate four valves per cylinder. Modern technology comes in the forms of ceramic-coated cylinders for improved heat dissipation and forged-aluminum pistons and connecting rods for durability. The compression ratio is 9.0:1, allowing the use of non-premium fuel. The exhaust note from the single-pin-crank motor is adequately deep but probably not loud enough to save lives. It sounds good but a bit flaccid from the cockpit, so you’ll be happy to know that fitting aftermarket slip-on mufflers is made simple by the ECU’s oxygen sensor being located just ahead of the mufflers.
It helps if you grunt when lifting the V-Star 950 off its wee-bit-short sidestand, although it’s a barely audile grunt. Star claims its newest cruiser weighs 613 lbs, but that’s a ready-to-ride, full-of-fuel number. Yamaha/Star appears to have followed Honda’s lead of providing real-world weights instead of the overly optimistic dry weights usually claimed by OEMs.
The double-cradle chassis of the V-Star is made from steel (rather than aluminum) to keep the price low. Although the 8-spoke wheels are set at a fairly lengthy 66.3 inches apart, the 950 doesn’t feel cumbersome. A 32-degree rake and 5.7 inches of trail is typical of this type of bike, but the combination of 130/70-18 front and 170/70-16 rear tires offers a surprisingly nimble package.
Although the cable-actuated clutch is larger than the V-Star 1100’s, it requires less lever effort to pull. Light, too, is the action from the 5-speed transmission that uses straight-cut gear dogs (rather than 3 degrees undercut) for smoother shifts. Final drive is via a belt for less shift shock and easier customization.
The V-Star 950’s cockpit is a pleasant place to spend the hours exploring new areas. Its attractive tank-mounted instrument console includes a countdown reserve, clock and dual tripmeters, controlled via buttons on the right handlebar. A rider has to look down to see the large analog speedometer, which is easy enough, though the digits on the clock and odo are too small to be seen at a glance. A gear-position indicator would be a nice touch on a bike such as this. The bar-mounted mirrors offer a clear view rearward, and the swing-top fuel-cap cover is a nice touch.
Braking duties are handled by a single large 320mm rotor with 2-piston pin-slide caliper up front. It’s low-tech but works surprisingly well, able to howl the front tire at will. A 12.7mm master cylinder is smaller than typical, making for a lighter lever pull. Maximum whoa is achieved by incorporating the rear brake’s 298mm rotor and single-piston caliper, but you’d better be ready to lift your foot of the floorboard to reach the large pedal.
So, what hath Star wrought in this newest of V-Stars? It’s a comfy, classy and attractive cruiser that can satisfy relative newbs and budget-conscious veterans. Downsides? Its relatively compact ergonomic triangle that works so well for riders of average and smaller stature might be a bit tight for six-plus-footers. Also, its seat feels plush for 40 minutes, then feels less so.
But these are small or inconsequential criticisms of a cool cruiser that retails for less than a 10-year-old Honda Civic. There’s a lot of value here for $8,000, as long as you’re not looking for tire-melting power or the manhood-extending allure of 100-plus-cubic-inch motors. Consider that the Jurassic-era V-Star 1100 starts at $9290, or the nicely turned out V-Star 1300 which starts above the $10K mark, and the new 950 looks even more appealing.
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