A few posts ago I talked about helmets. Specifically, I talked about my helmets and why I preferred it over others. I figure I stumbled upon an interesting topic that way: taking a look at the various motorcycle purchases made to support my addiction to riding.
What better to start with than with the bike itself?
A 2005 Yamaha Star Motorcycles XV1700AMTC Road Star Midnight.
A few stats (for the true gearheads, in-depth stats below):
1670cc 48° V-twin (It gets very warm if you sit in traffic. Kinda like having an open oven sitting very close to your gibbly bits)
Belt final drive
5-speed transmission (Could use one more, but she loves running at highway speeds)
hydraulic brakes (So, yes, mom, I can stop very quickly if I need to)
Softtail frame (don't let that name fool you, this bike is built to hug the road, so you feel everything)
A few stats (for the true gearheads, in-depth stats below):
1670cc 48° V-twin (It gets very warm if you sit in traffic. Kinda like having an open oven sitting very close to your gibbly bits)
Belt final drive
5-speed transmission (Could use one more, but she loves running at highway speeds)
hydraulic brakes (So, yes, mom, I can stop very quickly if I need to)
Softtail frame (don't let that name fool you, this bike is built to hug the road, so you feel everything)
The original Road Star motorcycle was released in 1999 and was originally the XV1600 ('cause obviously you identify motorcycles by engine displacement. It's like institutionalized pen... never mind...). Yamaha, knowing the American market, originally created Star Motorcycles specifically for the American market and the Road Star was their entry into the large cruiser field (to compete with bikes such as the HD Fat Boy). In 2004, they increased the engine displacement to its current size, but kept the rest of the bike untouched. It still uses the same brakes, suspension, electrical system, and carburetor.
What else did they change? They offered the bike with three different styling packages. The basic Road Star, the Road Star Silverado (which has more chrome than you can shake a stick at), and the Road Star Midnight (which is stripped down a little more and has blacked-out components). Now, apart from the paint and chrome, there is no change to the actual functionality of the bike.
While I enjoyed my first motorcycle, it did have one glaring drawback: it was much too small for me. Don't get me wrong, it was a fantastic bike, just not the one for me (sounds like an excuse a jerk uses to break it off with a girlfriend, "It's not you, it's me"). The first one was a Suzuki Marauder VZ800 (See, told you...) However, I was able to get a really good deal for a trade in and I was able to get a bike that was substantially better for someone my size. There were a number of different bikes I looked at the second time around.
After two hours, I had it narrowed down to the XV1700 and a Honda VTX1300. I got a better deal on the Road Star (even better, it turns out, than I thought at the time). For a brief period of time, I road it without any extras on it at all. However, I had received a lovely set of saddlebags for Christmas (thanks, ma!) and I had the tool bag from my previous bike. They got me through quite a long period of time (until a crash basically took out the saddlebags). The only other thing I needed was a windscreen to help with wind on the highway. I found a simple one online and stuck that on as well.
I distinctly remember that my first test of the bike was to ride around the Wachusett Reservoir. I figured it would take a fair amount of time to get used to the size difference between the Marauder and this one, but it proved to be less of an issue than I thought. In fact, the Road Star, if anything, handles just as well as the Marauder ever did.
Through the months I made various changes to her. Shifted things around, bought new parts. The next big thing was the engine guard:
It was in the first few months of owning this bike that I had my second crash. This time, unlike the crash with the Marauder, I was attempting to take a turn at 35 mph (or so) and dumped the bike. As with the first crash, if I hadn't gotten back on the bike shortly thereafter, I probably would have had a much harder time bringing myself to ride again. But, I had to get home, so I rode back from Danbury, CT to Watertown, MA with an injured knee and damaged ribs.
Let's call that a learning experience. Even now, I still get a twinge when going through corners. But, that crashed forced me to not take for granted certain riding techniques. The biggest one being to look through corners (stupid target fixation). It worked like a charm on my most recent ride, that's for damn sure.
Almost as important as having good riding gear for protection is having a bike that is comfortable enough to allow you to focus on doing things like looking through corners. So, the next thing to get an upgrade was my seat. Again, I scoured for the best deals I could get and wound up getting a Mustang touring seat:
Then, thanks again to my mother, I was able to add a light bar to the front of the bike:
After all was said and done, most of the changes I've made are simple seat configuration changes.
The last thing I really need for the bike is a new fairing. The windscreen I have is on its last legs. I've patched it several times over. It was a cheap, readily available fix for what I needed at the time, but, going forward, I would love something more long-term.
So, here she is as of my last day ride:
There is a new set of saddlebags on her. She is in her "day trip" setup, which means that I don't have the pillion seat backrest attached, and I'm using my tank bag. I also have my iPhone holder on my RAM mount, and a set of 12-volt sockets for recharging it and my helmet headset. It makes it a lot easier to travel all day when I don't have to worry about my cellphone running out of juice towards the end of the day.
Catch you all later!
P.S. Now, for the gearheads, the specs I mentioned above.
Tech Specs:
Engine: 1670cc 48° aircooled v-twin; OHV pushrod, 4 valves per cylinder
97mm x 113mm bore x stroke; 8.3:1 compression ratio
Mikuni 40mm carburetor
Primary Drive: Belt
Final Drive: Belt
Transmission: Wide ratio 5-speed multiplate wet clutch
Front Brakes: Hydraulic Dual 298mm front rotors with dual 4-piston calipers
Rear Brakes: Hydraulic Single 320mm rear rotor with single 2-piston caliper
Front Suspension: 43mm Telescopic front forks with 5.5 inches of travel
Rear Suspension: Single-shock, link type rear suspension with 4.3 inches of travel
Front Tire: 130/90-16
Rear Tire: 150/80-16
Dry Weight: 679 lbs
Fuel Capacity: 5.3 gallons (includes reserve tank)
Oil Capacity: 5.3 quarts
Wet Weight: 749 lbs
What else did they change? They offered the bike with three different styling packages. The basic Road Star, the Road Star Silverado (which has more chrome than you can shake a stick at), and the Road Star Midnight (which is stripped down a little more and has blacked-out components). Now, apart from the paint and chrome, there is no change to the actual functionality of the bike.
While I enjoyed my first motorcycle, it did have one glaring drawback: it was much too small for me. Don't get me wrong, it was a fantastic bike, just not the one for me (sounds like an excuse a jerk uses to break it off with a girlfriend, "It's not you, it's me"). The first one was a Suzuki Marauder VZ800 (See, told you...) However, I was able to get a really good deal for a trade in and I was able to get a bike that was substantially better for someone my size. There were a number of different bikes I looked at the second time around.
After two hours, I had it narrowed down to the XV1700 and a Honda VTX1300. I got a better deal on the Road Star (even better, it turns out, than I thought at the time). For a brief period of time, I road it without any extras on it at all. However, I had received a lovely set of saddlebags for Christmas (thanks, ma!) and I had the tool bag from my previous bike. They got me through quite a long period of time (until a crash basically took out the saddlebags). The only other thing I needed was a windscreen to help with wind on the highway. I found a simple one online and stuck that on as well.
 |
| Ah, those were the days! |
I distinctly remember that my first test of the bike was to ride around the Wachusett Reservoir. I figured it would take a fair amount of time to get used to the size difference between the Marauder and this one, but it proved to be less of an issue than I thought. In fact, the Road Star, if anything, handles just as well as the Marauder ever did.
Through the months I made various changes to her. Shifted things around, bought new parts. The next big thing was the engine guard:
It was in the first few months of owning this bike that I had my second crash. This time, unlike the crash with the Marauder, I was attempting to take a turn at 35 mph (or so) and dumped the bike. As with the first crash, if I hadn't gotten back on the bike shortly thereafter, I probably would have had a much harder time bringing myself to ride again. But, I had to get home, so I rode back from Danbury, CT to Watertown, MA with an injured knee and damaged ribs.
Let's call that a learning experience. Even now, I still get a twinge when going through corners. But, that crashed forced me to not take for granted certain riding techniques. The biggest one being to look through corners (stupid target fixation). It worked like a charm on my most recent ride, that's for damn sure.
Almost as important as having good riding gear for protection is having a bike that is comfortable enough to allow you to focus on doing things like looking through corners. So, the next thing to get an upgrade was my seat. Again, I scoured for the best deals I could get and wound up getting a Mustang touring seat:
 | |
| Note the Engine-Gibbly bits proximity clearly visible here. |
Then, thanks again to my mother, I was able to add a light bar to the front of the bike:
After all was said and done, most of the changes I've made are simple seat configuration changes.
The last thing I really need for the bike is a new fairing. The windscreen I have is on its last legs. I've patched it several times over. It was a cheap, readily available fix for what I needed at the time, but, going forward, I would love something more long-term.
So, here she is as of my last day ride:
There is a new set of saddlebags on her. She is in her "day trip" setup, which means that I don't have the pillion seat backrest attached, and I'm using my tank bag. I also have my iPhone holder on my RAM mount, and a set of 12-volt sockets for recharging it and my helmet headset. It makes it a lot easier to travel all day when I don't have to worry about my cellphone running out of juice towards the end of the day.
Catch you all later!
P.S. Now, for the gearheads, the specs I mentioned above.
Tech Specs:
Engine: 1670cc 48° aircooled v-twin; OHV pushrod, 4 valves per cylinder
97mm x 113mm bore x stroke; 8.3:1 compression ratio
Mikuni 40mm carburetor
Primary Drive: Belt
Final Drive: Belt
Transmission: Wide ratio 5-speed multiplate wet clutch
Front Brakes: Hydraulic Dual 298mm front rotors with dual 4-piston calipers
Rear Brakes: Hydraulic Single 320mm rear rotor with single 2-piston caliper
Front Suspension: 43mm Telescopic front forks with 5.5 inches of travel
Rear Suspension: Single-shock, link type rear suspension with 4.3 inches of travel
Front Tire: 130/90-16
Rear Tire: 150/80-16
Dry Weight: 679 lbs
Fuel Capacity: 5.3 gallons (includes reserve tank)
Oil Capacity: 5.3 quarts
Wet Weight: 749 lbs
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