Yamaha Road Star Warrior review

Yamaha Road Star Warrior review

Mr. Rohrig is looking for happiness

Japanese power cruiser is looking for a German partner. Cipher XV 1700.

It didn’t work out then. There was not a letter. So a new attempt: I (two cylinders in V-shape, 1670 cm³, 297 kilograms, 87 PS measured PS) saw the light of day as a power cruiser under the name Road Star Warrior.

Born in Japan, I lived in the USA for the first year. I’ve been in Germany since April 2003. My friends call me Mr. Rohrig. A reminiscence of my mega tube (61 by 13.5 centimeters, chrome-plated). If you are occasionally out and about in a sporty way, but also like leisurely rides, if you like coolness combined with tons of muscles and a bassy, ​​muffled voice, we should definitely get to know each other. Period, end, mailbox. Two letters three weeks later. Then the first blind date. I didn’t know much about him. He was a technician. His last love affair: a Suzuki GSX-R 1000, 2003 model, a One Week stand. The bitch weighed 97 kilograms less than me and had 80 more horsepower. What the hell. You can convince technicians with hard facts.
So I played my technical jokers. Showed off with a low-maintenance and clean toothed belt drive, a guarantee for smooth load changes. I praised my light aluminum frame, a world premiere in cruiser construction. Praised my 200 slippers, the Suzuki bride stiletted on a 190. And casually presented him with a reading that is impressive: 143 Newton meters of torque at 3700, over 130 Newton meters from 2000 rpm. For all non-technicians: that’s easily enough to drag a car across the Alps at idle, so to speak. The technician was flat. Slipped into his racing suit, dropped into my saddle, and sent my flywheels into orbit.
What a ride. I gave everything. Sprinted to 100 km / h in just 4.3 seconds. Marched in a good mood to the red area at 5000 rpm. Fought for a top speed of 185 km / h. Bite into the 298 discs with my four-piston calipers until the rubber bridge stone whimpered, and with my spring elements I protected the future driver from insidious ground attacks as much as possible. It could have been the beginning of a great love. But he was a technician, a bean counter par excellence.
And devastating his judgment: My performance is okay, but the vibrations above 4000 rpm are anything but pleasant. My instruments, aluminized beauties, difficult to read. The passenger feels like a toad. The front brake is blunt and requires too much manual force. He found the gearshift exactly, but stiff due to the deflection. And then the wide rear tire. At every joint, every bump in the ground he would bother me, “the iron ship”, staggering like in force five. And thereby crumbling his ideas of ideal line and steering precision. The chassis, a good compromise between sport and comfort, is very successful for cruiser conditions. But the hindquarters work slightly underdamped and pass on heavy blows. The fork reaches its limits when braking hard on bumps. And anyway. This sitting position. Crooked, cramped, bent forward. The tank as a shelf for adult beer cushions. no thanks.
As well. Back with him where he belongs. Next date. An eternal seeker. Apparently had already spent a night with all the power cruisers in the world. And climbed me in style with sunglasses, leather jacket and roof helmet. It was love at first sight. True rock n roll. You have to imagine: Basically, my heart comes from the cozy 1600 Wild Star. My crankshaft weighs a whopping 21.8 kilograms. Two connecting rods rotate on my single crank pin and send reciprocating pistons with a diameter of 97 millimeters on a 113 millimeter long journey through the cylinder liner. Flanged behind it: a mighty housing with a five-speed gearbox. Plus my valve train. Also anything but anorexic. Two underlying camshafts, very long bumpers, rocker arms and tappets with hydraulic valve clearance compensation. For all non-technicians: A really heavy drive hodgepodge with a high mass moment of inertia, which should avoid the term modern and usually has as much in common with agility as a lame turtle.
Puff cake. Thanks to larger valves, modified camshafts and rocker arms, injection and a modified ignition system, I react to spontaneous commands with a lively and direct increase in engine speed and speed. After just 8.6 seconds, the clock shows 140 km / h. For comparison: Honda’s flagship power cruiser, the VTX 1800, takes a full ten seconds. My engine is like a well-stocked buffet. The first bite makes you submissive, the last awakens the desire for a bigger stomach. Example exit. 3rd gear, 1600 rpm, 50 km / h. A slight turn is enough. A bassy, ​​dull, adult sound escapes from my mega-tube. The 200 slipper twists the earth as if it were a medicine ball. The acceleration, a mixture of tractor and dragster, is addicting. Due to the delicious mix of sound and power, every overtaking maneuver becomes balm for the driver’s soul. He would like days with 25 hours. Twelve months of vacation a year. Quasi the infinite stomach to come back to the buffet.
My new partner appreciated this. However, he was also bothered by the wobbly driving behavior, but he found turning in easy. The spring elements even level secret paths behind the Black Forest. Travel instead of lawn provided. But the latter is also possible. Firstly because of the enormous freedom of lean angles for a cruiser. Second, through the engine power, which comes close to a volcanic eruption. YWith my engine, amaha has achieved what all cruiser fans and tuners have been dreaming of for decades. Happy ending? Yes and no. Because the new one pinched. Reason: I can be bought. Okay, his decision. For only 15,300 euros, every hour with me becomes happy hour. I should definitely write in my next ad.

Specifications – Yamaha Road Star Warrior

Engine: Air-cooled two-cylinder four-stroke 48-degree V-engine, transverse crankshaft, two underlying, gear-driven camshafts, four valves per cylinder, hydraulic valve lifters, bumpers, rocker arms, dry sump lubrication, electronic intake manifold injection, Ø 40 mm, condenser ignition, secondary air system, E- Starter, three-phase alternator 430W, battery 12 V / 12 Ah. Bore x stroke 97.0 x 113.0 mm, displacement 1670 cm³, compression ratio 8.3: 1, rated output 62 kW (84 PS) at 4400 rpm, max. Torque 135 Nm (13.8 kpm) at 3750 rpm Power transmission: primary drive via gear wheels, mechanically operated multi-disc oil bath clutch, five-speed gearbox, toothed belt. Chassis: double loop frame made of aluminum tubes, upside-down fork, guide tube diameter 41 mm, adjustable spring base, two-arm swing arm made of aluminum profiles, central spring strut with lever system, adjustable spring base and rebound stage damping, double disc brake at the front, floating brake discs, Ø 298 mm, four-piston calipers, disc brake at the rear, Ø 282 mm, single-piston caliper. Cast aluminum wheels 3.50 x 18; 6.00 x 17 tires 120/70 ZR 18; 200/50 ZR 17 Chassis data: wheelbase 1665 mm, steering head angle 61 degrees, caster 130 mm, spring travel f / r 135/110 mm. Two-year guarantee with unlimited mileageColors gray metallicPrice 15,300 euros Additional costs 195 euros

MOTORCYCLE Measurements – Yamaha Road Star Warrior

Driving performance1 Top speed * 185 km / h Acceleration 0-100 km / h 4.3 sec0-140 km / h 8.6 sec0-180 km / h 28.8 sec Pull-through 60-100 km / h 4.4 sec100-140 km / h 5 , 5 sec 140-180 km / h 15.9 sec tachometer deviation display / effective 50/48, 100/97 km / h fuel type normal consumption in the test at 100 km / h 4.6 l / 100 km at 130 km / h 5.7 l / 100 km rural road 6.1 l / 100 km Theor. Range 246 kmDimensions and weightsL / W / H 2380 / 940/1200 mmSeat height 830 mmTurning circle 6330mmWeight fully fueled 297 kgTotal weight * 480 kgDeload 183 kgWheel load distribution f / h 48/52% Tank capacity 15 liters

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