Yamaha V-Star 950 Review

A rational cruiser

By Kevin Duke, Oct. 22, 2008, Photography by Tom Riles, Video by Fonzie

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 sportbike 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.

To find out how this new entry performs, we accepted Star’s invite to ride it in the hilly backroads of north Georgia. A phalanx of 950s glistened under the morning sun in its four colors and two iterations: a standard version and the Tourer, the latter with a windscreen, leather-wrapped hard saddlebags and a passenger backrest.

Seeing the bike in the flesh, its styling isn’t revolutionary but is a fresher take on the traditional cruiser profile. Its proportions are nicely balanced, especially on the right side where the two-into-one exhaust anchors the flowing silhouette. Cast-aluminum wheels with polished rims are an attractive touch, with the front hoop extra visible on the right side due to the single front brake rotor. Upper fork leg covers add some butchness to the 41mm Kayaba unit, while an intentional gap in the frame below the steering head offers the impression of lightness. The 4.4-gallon fuel tank is curvaceous, and a large chrome airbox cover juts out proudly between the two cylinders. It’s all tastefully done if not ground-breaking.

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.

It was a cool but sunny morning in rural Georgia, and the air was sweet with the surrounding fall foliage – quite refreshing from our SoCal digs. Refreshing, too, was the way the V-Star 950 immediately felt manageable when negotiating the hilly parking lot surrounding our resort, which contrasts greatly from some of the more gargantuan cruisers available.

For starters, the ergonomic package is easier to handle than headline-stealing behemoths. Even compared to the not-so-huge V-Star 1300, the handlebars are 2 inches rearward and slightly down, and its 26.6-inch seat height is 1.6 inches lower. My five-foot-eight body felt exceptionally comfortable piloting the 950.

"This Star is definitely not an arm-stretcher like the mega cruisers like the Roadliner, but it’s quite responsive and revs out nicely."

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.

Star didn’t release horsepower figures for the 950, but it did provide peak torque numbers: 58.2 ft-lbs at 3500 rpm, which coincidentally are the exact stats claimed by Kawasaki for the smaller but liquid-cooled 903cc Vulcan 900. On a Dynojet, the Vulcan spat out 53.4 ft-lbs of torque and 47.3 hp. This Star is definitely not an arm-stretcher like the mega cruisers like the Roadliner, but it’s quite responsive and revs out nicely. Although the motor is rigid-mounted in four locations and has no balance shaft; vibration never becomes intrusive – a rider receives only a lightly reassuring thudding from the engine room. The response from the fuel-injection’s 35mm throttle bodies is newbie-friendly.

Georgia’s thick trees gleamed with crimson and gold as we cruised over and down the gently rolling hills of the rural south. The V-Star 950 was in its element as our group ambled briskly on sparsely trafficked backroads. Neutral steering response gives the little-big cruiser a natural feel as it maneuvers through corners. Floorboard-scuffing bank angles are easy to reach, but Star’s research shows that cruiser riders rarely ever request more cornering clearance. For those who enjoy the fun of horizon tilting, Star is wise to fit its cruisers with removable floorboard sliders, which are much cheaper to replace than the entire floorboards.

"It’s a comfy, classy and attractive cruiser that can satisfy relative newbs..."

The usual compromise of a low seat height is harsh suspension, but the 950 has a fairly generous 4.3 inches of rear travel. The single shock has provisions only for preload adjustment, but it gets bonus marks for being the easy-to-tweak ramp-type adjuster that can be altered by a tool in the bike’s tool kit. Together with 5.3 inches of travel from the compliant fork, the Star provides a cushy ride without feeling under-damped and sucks up bumps with aplomb.

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.

I spent much of my day on the Tour version of the V-Star 950, which is burdened with added baggage of touring accoutrements to the tune of an additional 44 lbs. The shorty windshield worked well for a person of my height, as I was able to easily see above it while enjoying a decent level of wind protection. Tall riders may want to fit a taller screen from Star’s extensive accessory catalog. I like how the 11-gallon saddlebags are lockable and keyed to the ignition, but, like the bags on most touring cruisers, their entry is too small to fit a helmet, even a half-face one. Your passenger will appreciate the backrest and what appears to be a fairly comfy perch.

It should be noted that the quick-release windshield and backrest shown in the accompanying video are from Star’s accessory department; removing the standard components on the Tour model involves the fussy procedure of unbolting them. The scuttlebutt is that the quick-release stuff was too expensive to fit to the Tour model, which would’ve boosted its $8,990 base price (in red or black; $9,090 in silver) above the price-point goal for the bike.

Star Accessories

Star Motorcycles probably does the best job of the Japanese manufacturers in ensuring easy customization, and that often starts with the factory’s accessory catalog. Star’s Dave Pooler told us that a V-Star’s average customer spends more than $1,400 on accessories, with 60% of that at the time of the bike’s purchase. It doesn’t take the brains of Warren Buffett to realize this as a valuable source of income. As such, Star is ready with a selection of 87 accessories available for the V-Star 950, with 48 of them new to this bike. In addition to the aforementioned quick-release windshield and backrest, the accessory list includes scratch-resistant polycarbonate (rather than acrylic) windscreens in three heights, chrome bag guards and engine shields, driving lamps with a die-cast aluminum mount, and decorative fender-tip brightwork. Also available are a luggage rack that mounts to the backrest, saddlebag liners, and Jeff Palhegyi signature series “Bomber” engine covers in chrome or black. All-day-ride types might be interested in the line of “Comfort Cruise” seats that have leather seat surfaces and were developed using pressure-mapping technology. Star also offers five new jackets ranging in price from $179 to $299, which seems reasonable, encouraging Star-branded riders.

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. Finally, we were surprised to see valve-adjustment intervals of a short 4,000 miles.

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.

I predict Star has a sales hit with the V-Star 950 as long as our economy doesn’t fully implode. One of the few things standing in its way is Kawasaki’s similar-themed Vulcan 900, a bike that with an MSRP a few hundred bucks less at $7,499. Here’s how they stack up on paper.

2008 Yamaha YZF-R1 Project Bike

By Adam Waheed



Most of us remember the time when we first discovered motorcycling. For a lucky few it was as a kid riding with the family. Or perhaps it was on your neighbor's rusty, oil-leaking dirt bike. Well, for me it was when one of my friends rolled into our high school parking lot on a shiny new sportbike. That was it. I knew right then that I had to have one. A few months later and after what seemed like never ending early mornings at school followed by late nights working, I had a big enough down payment to make one my own.

And it didn't take me long to realize one of the simple joys of sportbike ownership - styling it out. At the time I was all about looking cool. The fluorescent green windscreen, the obnoxiously loud aftermarket muffler; yeah, I was that guy and I loved it.

Since then a lot has changed in the sportbike accessory world. Not only has the quality of the finished product increased, but the sheer abundance of aftermarket options has exploded. Even the OEMs now recognize how popular accessorizing your bike is and many, like Yamaha, have a full catalog of dealer available parts to up-style your ride. So after a decade or so since our first attempt at pimpin' our ride, we're having another go with the goal of improving or bike's performance and overall grin factor on both the street and the racetrack - all without the gaudy green windscreen.

If you're a sportbike enthusiast then the 2008 Yamaha YZF-R1 needs little introduction. This iconic-looking 1000 was the original liter-classer. Its combination of an agile, lightweight chassis, powerful high-revving engine all wrapped in edgy, streamlined bodywork set the standard for fashionable sportbikes. At a standstill the R1 exudes both speed and style. And when in the saddle, a simple wide-open rap of the throttle in any gear is all it takes for it to get your attention - fast.

We began our endeavor buy installing some of Yamaha's aforementioned GYTR accessories. All the components are direct replacement and can be installed at home by most garage mechanics.

First, a replacement comfort seat was installed with an extra layer of gel padding for enhanced coziness on those long rides. Externally the seat features some detailed embroidery as well as an R1 logo emblazed on it.

We also put on a dark smoke windshield that looks far sportier on the street, yet when tucked in behind it at speed you can still see through it. A carbon fiber tank pad and a carbon fiber trim piece on the triple clamp help give it more of a personalized look, as does the solo rear seat cowl.

GYTR Dual Slip-On Carbon Fiber Mufflers (designed for closed-course use only) replaced the plain looking stockers. Installation was almost too easy. Simply loosen the rear tail section, then unbolt the stock mufflers where they are mounted in the tail section as well as where they connect to the exhaust mid-pipe and voila' your done. Installation was literally a 30-minute ordeal start to finish. Since the R1 is fuel-injected no jetting changes were necessary. After installation, the bike ran reasonably well, however, if you really want to optimize fueling you're going to need an aftermarket fuel-injection module (more on that later.)

We were surprised by how light the stock mufflers have become, but the replacements were even lighter. We were also astonished by the fit and finish of the pipes. The carbon fiber is real and looks super trick yet the brushed stainless-steel end caps help keep things elegant. Typically, there is some period of break-in with mufflers when they eventually get louder, but after over a thousand miles both on the street and racetrack, they sound exactly the same as the day we installed them - deep and throaty, and as long as you keep the rpms low they aren't overly loud. However, swing the throttle wide-open for a second and you'll instantly become the bad boy in your neighborhood, so use some discretion. Keeping them looking good has also been a painless exercise as the carbon fiber is simple to wipe down, although the end caps do need a little more TLC as they get pretty hot and grease and road grime more easily sticks to them.

To match the increased airflow through our upgraded mufflers we installed a GYTR High Flow Air Filter. The GYTR piece is a direct replacement for the OE paper filter. Not only does the filter flow more air while still providing excellent filtration, it's washable, meaning it's the last air filter you'll ever have to purchase for your R1.

When installed together, however, the stock fuel-injection mapping can't keep pace with the increased flow in and out of the engine. Most of the time the engine runs reasonably well but on deceleration it would pop and sputter - exhibiting tell tale signs of a lean, fuel starved engine. Unfortunately the bikes fueling requirements can't be directly changed via the stock ECU, which means that an aftermarket fuel injection module needs to be installed.

This led us to Bazzaz Performance, whose Southern California operation has become renowned for its sophisticated engine management products; which were originally developed while founder, Ammar Bazzaz, worked as an engineer for the Yoshimura Suzuki squad during current AMA Superbike rider, Mat Mladin's first three AMA Superbike titles in 1999-2001. Currently Bazzaz has developed an entire line of state-of-the-art engine management hardware and software that bring superbike levels of technology to the consumer.

We knew we needed a fuel-injection module so we could remap the Yamaha's eight fuel-injectors for a stronger, more precise running machine. Bazzaz Performance solves that problem with its all encompassing aftermarket unit that incorporates the fuel module, a quick shifter and traction control. Yes, traction control!

2008 Yamaha Street Preview

Fighting for the Yamaha spotlight with the new Star Motorcycles Raider is a revised YZF-R6 sportbike. But the tuning-fork brand has also unveiled two small-bore streetbikes (a supermoto machine and a similar dual-purpose 250), plus a heavily tweaked XT225 that jumps to the status of XT250.

But the big news is the made-over R6. The previous R6 tied for second in MO’s 2006 middleweight shootout behind the Triumph Daytona 675, but it has stiff competition in this class, not least of which is the stellar ’07 Honda CBR600RR. To gain a leg up, the Yamaha screamer has received a myriad of updates to its engine and chassis.

Starting off in the engine room, Yamaha engineers have thrown the R1’s variable intake system at its lil’ bro R6. The Yamaha’s Chip Controlled Intake (YCC-I) varies the length of the intake snorkels depending on rpm to broaden the range of usable power, which is something the peaky R6 really needs. As before, an EXUP exhaust valve works similar magic on the outlet side through a MotoGP-styled titanium muffler. More titanium is found in the intake and exhaust valves, and lightweight magnesium is used for its engine covers. Yamaha claims to have made some 50 refinements to the engine for a reduction of internal friction, including wider crankshaft bearings, and the compression ratio gets a bump from 12.8:1 to 13.1:1.

A look at the ’08 bike reveal modestly revised bodywork that is said to offer better aerodynamics. A closer examination exposes an all-new aluminum frame with thicker areas at the steering head and swingarm pivot, but now without a frame crossmember in the search for optimum chassis rigidity. Balancing that out is a new swingarm with additional internal ribbing, with a new forged-aluminum section replacing an extruded-aluminum section. A magnesium subframe that replaces an aluminum component should help pare weight, but this new R6 has a claimed dry weight of 366 pounds, 9 more than claimed for ’07.

Rake (24.0 degrees), trail (3.8 inches) and wheelbase (54.3 inches) remain unchanged for 2008, but a new lower triple clamp and revised outer fork tubes combine with increased fork offset for an intended improvement in front-end feedback. This combines with revised ergonomics that shift the rider and clip-ons forward for a purported benefit in turn-in response. The 41mm fork now has high- and low-speed compression damping adjustments, in addition to rebound and preload, the same available adjustments as the rear shock. Both ends offer a wider range of ride-height adjustments.

The new R6’s front brakes are top-shelf items, boasting forged one-piece radial-mounted calipers biting on a slightly wider 310mm rotors (up from 4.5mm to 5.0mm) via a radial-pump master cylinder.

The other item of note that has changed is the R6’s MSRP. Last year it varied from $9,299 to $9,399 depending on color choices. This year the Team Yamaha Blue, the black Raven and the Liquid Silver models come in at $9,599 and will be available in November. A Cadmium Yellow version with flames will arrive one month later at the lofty price of $9,799. The R6S, which is basically a 2005 R6, is still in Yamaha’s lineup at a reasonable $8,299.

WR250X/WR250R

Here’s one we didn’t see coming. Yamaha has been keeping tabs on the bourgeoning dual-purpose and supermoto categories and has delivered one of each in the 250cc engine class. The WR250X is the supermoto version, fitted with 17-inch street tires front and rear. The WR250R is a street-legal enduro bike. (The dirt-only WR250F remains.)

Both are powered by a “fresh-sheet design” 250cc liquid-cooled DOHC engine. Both are fuel-injected and feature forged-aluminum pistons and lightweight titanium for its intake valves. An ECU-controlled EXUP exhaust valve and an electronic intake control valve help broaden the powerband as much as possible for an engine that produces max power at 10,000 rpm. A first for a Yamaha on/off-road model is the use of a plug-top stick coil for ignition.

A tri-axis arrangement of crankshaft, transmission output shaft and countershaft keeps the engine size tidy, and a wet sump that tucks up between the frame rails reduces the height of the engine. A six-speed gearbox has a wide spread of ratios and shower-type lubrication for street-use durability. Slightly taller final-drive gearing is also better suited for the street. An petite alternator made from rare-earth materials provides the juice to power the EFI and compact street lighting. Don’t bother looking for a kickstarter, as the street-legal WRs fire up only via the magic button.

The double-cradle frames of both bikes are inspired by the YZ and WR off-roaders, using a mix of cast- and forged-aluminum sections plus a steel downtube for the best compromise of strength and rigidity. A new asymmetrical swingarm is part of the package. Triple clamps are a mix of forged-aluminum (lower) and cast-aluminum (upper), and an aluminum steering stem also reduces weight.

The WR250X is a quarter-liter supermoto-inspired machine, so it’s got a bigger front brake and stiffer spring rates in the fully adjustable suspension than the WR250R. They both consist of a 46mm fork with 10.6 inches of travel up front and a rear shock with 10.4 inches of travel. Brakes consist of wave rotors front and rear, with a 298mm front and a 230mm rear.

Styling is pure supermoto, with clipped fenders and 17-inch street tires (a 110/70 in front and a 140/70 behind). A narrow midsection is made possible by a small 2.0-gallon steel fuel tank. A “gripper” style seat keeps a rider attached to the bike during 12-o’clock wheelies, and it’s positioned 1.4 inches lower than the WR250R to 35.2 inches. Its narrow width of padding means frequent fills of the tiny tank won’t be objectionable. The compact gauges include info for speed, time and trip length, with no mention of a tachometer. A “measurement mode” allows stopwatch function and a distance-compensating tripmeter.

The 280-pound package will hit dealers in January when it’ll sticker at $5,999.

“Not exactly an enduro, a supermoto or a sportbike, the WR250X is for riders who ride mostly paved surfaces,” reads Yamaha’s PR materials. “Its sibling, the off-road inspired WR250R, is for riders who spend more time in the dirt.”

And this WR-R enduro fills the need for serious off-road players who need street-legal abilities for transferring across public roads. It weighs in 4 pounds less than the WR-X and is distinctive for its use of a smaller front brake rotor (250mm) and off-road tires. It’s also 100 bucks cheaper at $5,899.

XT250

Another contender for your dual-sport dollar is this nicely upgraded XT. The previous XT225 was a meek and mild playbike, but it’s undergone significant tweaks to make it more appealing.

It starts off under the tank where the air-cooled single-overhead-cam Single was bumped up from 223cc to 249cc. A forged piston pumps fuel from a 33mm carb, while a lightened crankshaft allows it to spin up quicker. Starting is electric.

Frame construction is steel, although the XT has a revised design that offers greater rigidity than previous. The suspension is similar to before, but its 36mm fork is a new design with the same 8.9 inches of travel. The only provision for adjustment is to the rear single shock and its rebound damping. Although rear travel is reduced a bit from 7.5 inches to 7.1 inches, ground clearance remains the same 11.2 inches, and an aluminum skid plate takes care of the rest. Providing a seat height of just 31.9 inches will be a real boon to short or unsteady riders.

Agility on tight trails is assured thanks to a generous 51-degree sweep of steering lock and a reasonably short 53.5-inch wheelbase. Brake specs have gone way up, now with a fairly large 245mm front rotor and a 203mm rear disc replacing an old-tech drum brake. DOT-legal knobby tires are a 21-incher up front and an 18-inch rear, both on spoked aluminum wheels.

A new 2.6-gallon gas tank has increased capacity, though California riders must make do with just 2.4 gallons probably because of an evaporative emissions charcoal canister. The instruments consist of a new multifunction LCD panel. For the kind of bike that will probably get dropped a few times, it’s nice to know the turnsignals are fastened to flexible mounts and the shifter and brake pedals will fold rather than break.

You can see the new XT250 at your dealers this month at an MSRP of just $4,399.

By Kevin Duke. Sep 11,2007