Yamaha V-Star 1300 - Star Bright

The PR folks at Star Motorcycles (the manufacturer formerly known as Yamaha) sure know how to launch a new cruiser. International motojournalists have been lucky enough to travel to some of the preeminent riding locations in the world to sample new Star cruisers. This fall, the exotic locale to which the majority of the motorcycle magazines in the world would travel to obtain photos and riding impressions of the new V Star 1300 was Asheville, North Carolina. People who weren't fortunate enough to visit Asheville back in the days when it hosted the Hoot are probably wondering why the heck Star would choose rural North Carolina instead of some place really cool.

The answer is simple: Consider the V Star 1300's job description. According to Star's research, roughly a third of people in the midsize cruiser market are planning to spend their riding time exploring winding roads. Now, get out a detailed road map of the North Carolina mountains. If any part of the country could be labeled a nirvana for motorcyclists, it would be western North Carolina. Toss in the beginning of autumn, with the associated changing leaf colors, and you've got a perfect place to get to know a new cruiser. Of course, as the introduction came to an end, we began to wonder how the newest Star would adapt itself to the less-idyllic world of daily use. Only time would tell.

The first obvious assumption about the V Star 1300 would be that it will replace the V Star 1100. Surprisingly, however, the V Star 1100 will remain in the Star line for 2007. Instead, the 1300 slots into the gap between the 1100 and the Road Star, filling out the deepest model line in metric cruising. A quick comparison of the V Star 1300 and the 1100 provides a nice overview of what cruising has become since the little brother's introduction as a 1999 model.

The second obvious-and also incorrect-assumption about the V Star 1300 would be that the engine is merely a bored and/or stroked version of the 1100 mill. However, the V Star 1300 sports an all-new liquid-cooled, 60-degree, V-twin engine. The oversquare 100mm x 83mm bore and stroke yields a 1304cc displacement. This engine configuration is somewhat surprising since, as an engine becomes more oversquare, it tends to lose bottom-end torque-something most V-twin cruiser manufacturers strive for. The payoff for having a shorter stroke tends to come in the midrange and top end. Four valve heads control the fuel mixture's path through the combustion chamber. The 1300 weighs in with a 9.5:1 compression ratio compared with the 1100's 8.3:1-a hint that Star was looking for more power from the 1300. The single overhead cam controls the valves via friction-reducing roller rocker arms. The more efficient rockers also allow for higher valve lift ratios to increase power output. In true Yama..., er, Star fashion, power-robbing friction is also minimized with ceramic composite cylinder liners.

Because cruiser riders like to have a big pulse from the engine, a single-pin crankshaft is utilized. To cancel out the inherent high-frequency vibration of this design, two single-axis crankshaft balancers tune out the unwanted vibes while keeping the desirable pulse. This is no toss-away idea, either. When running an oversquare engine, the pistons are larger in diameter than the stroke's length, meaning that more weight is thrust up and down with each stroke. These larger pistons mean that larger vibrations need to be tamed. Nothing less than the rider's enjoyment is at stake.

In a nod to the engine's classic (read: air-cooled) styling, water and oil lines are routed internally, leaving a better view of the brushed cooling fins. Plus, the radiator is tucked stealthily between the frame's downtubes. Clever hose routing completes the illusion with the upper hose rising up to the space under the tank while the lower is obscured behind the motor mounts. A wet sump oil system aids in the uncluttered look and helps to keep the engine's mass centered and low in the chassis. V Star 1100 owners will be envious of the 1300's spin-on oil filter tucked out of sight under the engine.

The fuel-metering duties occur in dual, 40mm throttle bodies fed by 12-hole fuel-injector nozzles for better atomization. The ECU monitors and updates the mixture via an oxygen sensor. When combined with the three-way honeycomb catalyst hidden away in the 2-into-1 exhaust, the closed-loop system yields emissions that meet both 2008 EPA and EU3 regulations. The benefit to riders, however, is that the oxygen sensor will allow the engine to self-adjust to atmospheric conditions, such as altitude, and deliver the best mixture and, hence, the best power possible for the riding situation. (See, a press introduction in the mountains does make sense.)

Power is transferred from the engine to the transmission via a 10mm-larger-diameter clutch. To assist in managing the increased horsepower, nine fiber plates (an increase of one) are called to duty. The transmission features taller gear ratios, with fourth gear on the 1300 providing the same ratio as top gear on the 1100. A true overdrive fifth gear on the 1300 also helps to keep the vibrations at bay by helping minimize the engine speed to the tune of 450 rpm during highway riding. The Star engineers claim the tachometer (if there were one) would read only 3400 rpm at 70 mph.The gear dogs are square cut for more precise shifting. Finally, the stylish but old shaft has been replaced by a slinky carbon-fiber-reinforced, 28.6mm belt.