Driving report Yamaha XVS 1300 A Midnight Star

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Driving report Yamaha XVS 1300 A Midnight Star
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Driving report Yamaha XVS 1300 A Midnight Star

Baby doll

With the 1300, Yamaha has added a little sister to the XVS 1900, which was introduced just a year ago? with a modified frame, brand new engine and astonishingly lively character.

The airflow sweeps over your face at a pleasant temperature, the rays of the sun, which are interrupted by the trees, conjure up a calming, flickering golden-yellow-asphalt-gray patchwork carpet on the road that winds up and down the gentle slopes. Biker ?? s Paradise? Definitely, just not now. Because it is difficult to aim at the ideal line between the first fallen leaves when your eyes are drawn to these chains of hills caramelized by autumn. Indian Summer in the Blue Ridge Mountains of North Carolina.
An ambience in which all thought of fast movement dies away, in which motorcycling is all about deliberate enjoyment. Just cruising? just not with one of those motorcycles that are expensive for a cool appearance
Pay with stubborn handling and peculiar ergonomics. Presumably therefore presented Yamaha the newest model of the house, the XVS 1300 A Midnight Star,
especially in this area. It is therefore clear that the new one should not only be suitable for the US highways, but also for the nice trip over the winding provincial roads in good old Europe.
Even if the new 1300 has not quite come to terms with its additional job. Krrrk, rattle the screwed on-
ten nipples of the running boards even with a moderate incline over the asphalt. It’s your own fault. Because apart from the lack of inclination that is customary in the industry, the XVS can indeed be pulled through the woods quite decently.
The engineers have worked hard to achieve this. In view of the predicted demise of the XVS 650 and 1100 Drag Star in 2008, the 1300s extends the modernized cruiser model range downwards after the 1900s Midnight Star presented at the beginning of the year. And that with an independent concept. Everything looks more delicate, slimmer, less pompous. And more modern. After all, the brand new engine is the first Yamaha cruiser ever to go on tour with a water-cooling system, only carries the cooling fins as a concession to the classic styling of the guild? to also break with tradition behind it. With a noticeably short stroke of 83 millimeters, an overhead camshaft, four low-friction valves actuated by a roller rocker arm, two balance shafts and fuel injection, the 60-degree V2 (XVS 1900: 48 degrees) signals the will to live a lively life in the sedate cruiser profession.
This also applies to the wheelbase, which is 25 millimeters shorter than in the 1900s. Even if savings were made in between. The swing arm and double loop frame are made of steel and not, as with the XVS 1900, of aluminum. No broken leg, the pound does not matter for the cruiser faction. 283 kilograms dry equals a little more than six quintals with a full tank (XVS 1900: 346 kilograms).
The 1300s understand the pounds well
to hide. Krrk, the running boards are rattling again, spraying sparks over the
Asphalt. A good sign. The new little one? assuming you apply the standards of their craft? likes it when it comes to corners. The stubborn turning in so typical of cruisers, the equally characteristic folding in of the front wheel in an inclined position ?? the XVS 1300 is in
this relationship more willing and unproblematic-
more matic. One of the merits of the with
48 percent load on the front wheel, comparatively front-oriented weight distribution and the two-part tank, of the total 18.5 liters of which slosh in an additional tank located deep down in the rear frame.
And it is enthroned cruelly. The seat-
The cushion is comfortably upholstered, the wide handlebars pulled backwards lie loosely in the hand, keeping the upper body in a pleasantly neutral position, the feet
rest comfortably on the running boards. Fits perfectly and differs sym-
pathetic from the long-term exertion-
the extreme relaxed sitting postures on some colleagues. A design that the engine also emphasizes. The 1300 adds a remarkable dash of liveliness to the sovereign cruiser mentality. The short-stroke hangs neatly on the accelerator, suppresses annoying vibrations and at the same time exudes the “big pulse”, that full blow of a big Vau-Two ?? although noticeably domesticated. Incidentally, just like the sound. With the big-
The end of the day has finally come to an end. And the Yamaha technicians do without the currently common trick with the flap in the silencer that opens from mid-speed.
Despite short strokes: The realm of the two-cylinder is the lower and middle speeds. OK then. Rocking the rocker switch back and forth between the third and fourth, that’s all it takes on the country road. The specified 73 HP is easily enough to adjust the comfort speed with the right wrist anytime and anywhere. The cultivated drive also contributes to this. Load change-
The engine hardly knows any reactions, pulls sparkling clean at the apex of the curve and without a disturbing transition on the toothed belt. And should you misjudge yourself before turning, no problem. An erection moment when braking in an inclined position is not noticeable. However, the front 298-millimeter double pane requires very determined access. But because the rear brake disc is just as large as the front and the wheel load on the low cruisers does not shift much when decelerating, the XVS driver prefers to brake at the rear. That’s enough.
Enjoyment on the country road is also supported by the suspension. Which is by no means a matter of course, because the casual sitting position usually leaves the body to potholes with no chance of resistance. With a fine response and comfortable set-up, the Yamaha rearhand takes the horror of bumpy slopes without rocking underdamped in undulating curves. Most cruiser pilots know that differently. Especially since the conventional, appealing 41 fork from Kayaba harmonises nicely with the rear.
But the XVS 1300 wouldn’t be a cruiser if it weren’t for the highways. There she marches steadfastly in a straight line, at most she lets herself be tugged a little on the front wheel by ruts without much concern. And only on the track does one advance into the upper speed range, turns ?? if it has to be ?? up to the limiter
at 6600 rpm. What only works in fourth gear. The fifth is translated as overdrive and allows the Midnight Star, even at
120 things to bubble at low speed. Perhaps quite consciously, after all, on the harmonious 1300s, you could occasionally forget that cruising actually has something to do with the deliberate way of getting around.

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