Power of V-engine abilities

To create the big-bike look and feel, the V Star 1300 had its wheelbase bumped by 1.7 inches over the V Star 1100's. Despite the increased length, the seat height is still a inseam-friendly 28 inches. The styling is what Star reps termed "modern classic," and, you know, the term fits. The shapely headlight nacelle complements the lines of the tank when viewed from above. The sultry shape of the tank owes at least some measure to the clever 0.4-gallon sub tank located below the seat; the main tank can maintain the appropriate proportions without sacrificing looks, touring range or mass centralization. The instruments' move from the tank to the handlebar is also a practical as well as stylistic change. Riders won't have to take their eyes as far off the road to check the gauges, and when they do, the object they're looking at is quite pleasant.

Simply looking at the V Star 1300, one can see how far cruiser styling-and fit and finish-have advanced in eight years. From the the sexy reflector headlight to the shapely swingarm that employs stylistic touches derived from the Roadliner, the V Star 1300 comports itself as you might expect a flagship model to, rather than a midsize cruiser. The seven-spoke cast aluminum wheels and even the tank emblem (which emulates the speed lines of the Roadliner's tank) add to the visual value of the V Star 1300.

Although the look of the V Star 1300 is large, simply sitting on the bike and taking it off its side stand illustrates how keeping the center of gravity low created a more parking-lot-friendly feel. The metal fenders are ample yet seem more streamlined than true "classic" versions. The combination of the black frame and engine components naturally draws the eye to the select chrome or polished items on the engine-adding perceived value. (A side note: Both the engine and rear fender bear the name we were asked never to mention in reference to Star Motorcycles: Yamaha.) The seat is wide and comfortable enough for all-day rides.

The exhaust note is rich and deep, thanks to the large-diameter muffler outlet. The clutch is easy to modulate-which is a boon in commuter mode. Unfortunately, parking-lot maneuvers are complicated by a handlebar bend that can trap your knees against the tank-increasing the already-wide turning radius. Off the line, the engine's power has a slight flat spot. Extensive riding around town highlights that the 1300 is more responsive to throttle inputs than the 1100. Shifting is super slick. Move outside of the urban environment and you will find some driveline lash making throttle modulation mid-corner a little more abrupt than it needs to be. Aside from the aforementioned flat spot, the fuel injection is flawless and doesn't exacerbate the lash. The counterbalancers do their job, making most engine speeds vibration-free. People who plan on touring on the V Star 1300 won't suffer from the tingles associated with high-frequency vibrations. (Which is a particularly good thing, since Star Motorcycles also offers a mechanically identical touring version of the 1300.) The power delivery is midrange-heavy with ample top end, making for big smiles every time the throttle is twisted open. While downshifting always helps to speed overtaking maneuvers, the V Star 1300 rider gets to choose between using midrange grunt or an enjoyable run up to the top-end power.

Negotiating corners is quite easy. The bike responds to steering input crisply. Changing lines mid-corner is not a problem. The suspension manages to maintain the delicate balance between plush and firm. The ride never feels soft, and most bumps are absorbed quite easily. The V Star 1300's ability to rail through undulating sweepers illustrates how well the suspension does its job. Although a single-backbone steel frame is used, there was never a hint of flex thanks to the rigidity the solid-mounted engine adds. The preload-adjustable shock is tucked away out of sight, adding to the clean lines of the 1300.

The V Star's ground clearance is better than you'd expect from a cruiser with floorboards. (In fact, the Star leans farther than a VTX 1300 without touching parts.) The only real performance issue with the V Star 1300 is the brakes. The two-piston, single-action calipers are decidedly old tech. They do a decent job of hauling the bike down from speed-but only if you put enough muscle into the lever. Four-piston calipers would probably remedy this quibble. Still, in a panic stop situation, the brakes do get the job done.

With the introduction of the V Star 1300, Star Motorcycles has upped the ante in the midsize cruiser market. While keeping much of the friendly personality of the 1100, the newest Star is a big improvement and well worth the $10,090 asking price. If you have a hankering for a touring version, you'll get a windshield, saddlebags and a passenger backrest for $11,190 or $11,390, depending on your paint choice. Motorcycle manufacturers may pick ideal riding locations to introduce their new products, but when the impression of a bike only improves with each additional hour spent in the saddle once you're back in real life, you know it's a winner. The V Star 1300 is one of these motorcycles.