Yamaha V-Star 950

Yamaha V-Star 950, medium weight, full size

Un colossal V-Star? Isn't she a little Road Star? She is the latest incarnation of Yamaha's boulevardière range, whether it is one or the other. Away from the nebulous regions of space where fusion gas and powerful radiation form a creuset from which stars emerge, I've found it difficult to focus on Yamaha's lack of graphics used to explain the creation of the latest V-Star. Early morning technical presentations aren't my cup of tea, but being subjected to a rhétorique marketing while the rangées of the new 942 cm3 boulevardière await beneath the blazing sky of the State of Fisheries is pure cruauté. What I take away from Yamaha's presentation is the significance of the product.

As sales of high-end motorcycles begin to reflect the weakening of the North American economy, the focus shifts to smaller models and entry-level models, which have become the best-selling models in showrooms. Wanting to take advantage of the gap created by their research between entry-level models and medium-weight bikes, Yamaha's design team in the United States set out to create a motorcycle that would outperform the V-Star 650 while maintaining its fun factor. In addition to improving power, ergonomics, and the training system, the designers focused on one of the most significant aspects in the eyes of future routière buyers: style. The ultimate design.

While pondering the ambiguity of this qualificatif, I cast a glance out the window at the snaking road that leads to the summit of Mount Screamer. The fresh mountain air is exactly what I need to reset my thinking, and I take the opportunity to appreciate the new V-Star while packing my gear. I was immediately struck by the fact that she is far more attractive in person. The Raider's elongated forearm collides with the low, fluid profile of a Road Star Warrior (but without the eerie silence). What strikes me is the line of vision that runs from the selle to the nacelle: a live metallic line that runs from the table of bord allongé sis on top of the réservoir to the nacelle.

After only a few seconds on the floor, I say to the journalist on my side, through the intercom, "I feel like a football player in a Mini." Even though Yamaha has tried, it is difficult to achieve the impossible – putting a low seat to facilitate contact with the ground for small and inexperienced pilots gives them more confidence, but for large pilots, the resultant position pushes the bottom of the dos against the passenger seat's dossier and gives the impression of having the genoux at the height of the oreilles. Even though I was uncomfortable after a short time on the road, it wasn't enough for me to abandon the motorcycle and board an autobus for the return trip. Once on the go, another deception awaits.

To avoid reducing low-frequency pulsations and giving the impression of having a large bicylindre, Yamaha used light, high-resistance aluminum forging pistons to reduce reciprocal masses and chose a compact design to reduce vibration. This approach yielded predictable results because vibrations were never significant, and the few that were detectable at high levels served as practice indicators for changing the speed ratio. The new five-speed gearbox, which is aided by the additional lever force of a huge speed selector at the foot/talon and right-hand engrenages, works flawlessly; it has never missed a shift or gone into false neutral. The enlargement ratios are well chosen, going against the recent trend of enlargement ratios. 

A reinforced aramide courroie transmits power to the rear wheel and contributes to the fluidity of the motopropulsor system. The 41 mm fourche and the tringlerie suspension with pre-charge adjustment are said to be calibrated for a smooth ride, but to be honest, I have no idea if this is true. Coming from a region riddled with enough nids-de-poule to lose a dog, I must admit that the state of the roads we travel makes me nervous. Throughout the day, there was not a single bosse to be seen, let alone any ondulation strong enough to cover even the tiniest of flaws. However, the path that snakes across the mountains necessitates regular braking and reversing.

For a bike aimed at beginners, I was surprised to learn that the 950 lacked anti-lock brakes and that Yamaha had no plans to provide them as an option. As a way of demonstrating the 950's maniability, Yamaha has installed replaceable gliders under the seats, and based on the frequency with which they contact the ground, I recommend asking the parts clerk if he offers quantity discounts. The lightness with which the moto negotiates the bends hides its weight, but when you slow down to the speed of setting up an engorged station, the real weight becomes apparent - not surprising, given that she weighs 278 kg (612 lb) with a full reservoir.

After a Latin oratorio, I turned my head just in time to see the conductor peering through the confédéré drapeau that draped his vitrine behind him, undoubtedly thinking he had ratified another. The V-Star 950 Tourer ($10,599) comes with a number of options and factory-installed accessories. With my 6 pi 1 po, I discovered that the small pare-brise produced a lot of wind noise and caused a lot of squeaking at speeds over 100 km/h, which is a typical feature of optioned pare-brise plates. Less experienced pilots I've spoken with have not experienced these issues and have stated that the parachute provides excellent protection. Recovered leather bags have a unique look.

The regular version costs $9,499 dollars. If the Yamaha V-Star 950 is judged for what it is intended to be, namely an entry-level motorcycle with a powerful engine and a stylish appearance, it is a success. But it's also an example of how tough it is to design a motorcycle that will suit the physical characteristics of all novices. I have no doubt that the 950 will appeal to a wide range of buyers, and that for some, it will satisfy all of their desires for weekend ballades. Others, particularly the larger, will undoubtedly feel the need to upgrade to a more powerful and accommodating route for their driving position. They won't have to look for long: the V-Star 1100 2009, for some reason.