Yamaha Star cruisers

Ten is a big number. As a kid, having $10 in your pocket was a cool feeling – no combination of chocolate and ice cream was beyond reach. And it’s that “bloody plenty” feeling that I’m having now, with Yamaha’s 10-bike Star range offering multiple capacities from the inoffensive 250 up to the donkey-kong 1900.

So you want a “metric” cruiser? (basically, the Japanese way of differentiating their bikes from a certain Harley brand). There are plenty out there to choose from, but Yamaha has the most heritage of the new wave of cruisers, tracing its roots back to the XS1 of 1969. That was over 40 years ago, and “what’s changed since?” is a fair question.

Yamaha confidently tell us that cruiser owners don’t like to swap and change models like a rider hunting the latest in superbike technology and design – which is sales talk for “we’ve not done much with ‘em.” That’s a fair call, as cruisers hark back to a simpler time when just being on a bike was the goal. By not messing with the formula too much over the years, the bikes take on a classic look organically.

And with the technology as known as the theory behind how a wheel works, the Japanese brand are now offering a five-year, unlimited kilometre (although I’m sure there’s a small asterisk there somewhere) warranty on the entire Star range. After riding the pack over a fine selection of roads, here’s the top-line of each model.

Each bike (the 250 excepted) is a substantial unit, but when the whole brotherhood gets together it’s quite an outing. But which one, if any, is for you? Okay, time to get the note pad out ‘cos I’m never gonna remember all this off the top of my head…

XV250
You have to start somewhere, they say. But if you’re tall-ish, chubby-ish or shy-ish, this might not be the place for you. The baby Star is a tiny piece of real estate, but has a low-tech heart that refuses to give in. Recently updated with the high, flat bars, the XV250 has its DNA firmly traceable to the Viragos of two decades past. With a low seat height, single speedo and non-threatening brakes, it’s as easy to ride as a fairground dodgem car and has an appropriate old school look about it.

From the large (orange) blinkers, choke knob, manual fuel tap, drum rear brake and twinshock rear, it’s more ‘80s than a Jimmy Barnes mullet. With Chengshin tyres, straw-thin forks and small peanut fuel tank, it’s clear this bike is all about learning how to cruise rather than something you’d form a long-term relationship with.

As you’d expect, there are no surprises (good or bad) when riding the bike. Light clutch? Check. Lowly but linear power? Check. Suspension that’s fine up to a point? Check. The mechanical simplicity of a paper clip? Check. The feeling that there must be more to biking than this? Check.

Verdict: a cool little cruiser that’ll inspire confidence in an absolute beginner. Basketballers and sumo wrestlers need not apply…

XVS650 AND XVS650A
There’s a buzz about the XV650 and it’s not coming from the V-Twin engine. It’s the most popular LAMS cruiser and the recent announcement of a bobber kit that turns the placid middleweight into something it has no right to be as funky as, means the XVS will continue to sell well and also turn heads.

Available in two guises, the base 650 has the stripped back old school look while the 650A (Classic) has the bigger front (metal) fender, smaller and fatter front tyre, running boards, wider seat and longer rear guard. Throw in different lights front and back and you have a contrasting look to the 650.

The bike has a “feel” at tickover, with the whole package vibing around your, err, package. Those vibes disappear somewhat when you go, but add to the flavour. Unlike the 250, this does feel like a bike you’d be desperate to sell the day after you get your full licence. It’s good for a top speed north of 150km/h and sits at 110 like a cruiser should – relaxed and on the soft side of controlled.

It’s got enough power for a LAMS-fresh rider, easy suspension and decent brakes (from the single disc/drum setup). It has good, wide mirrors, smooth clutch and an armchair-comfortable seat. As with a bike of this tech level, the suspension gets less classy the harder you push it and will jolt over a sharp edge with a 90kg rider on board.

The bobber kit (which is discounted if bought with a new bike) turns the standard bike into a drool-inducing machine that’d add the sort of cool to a rider that normal LAMS-type machines can only unrealistically dream of. If you live in an urban area, a bobber’d XVS is trendier than organic coffee beans ingested and digested by a Peruvian Lima.

Verdict: easy to see why this shaftie sells so well. The bobber kit adds cool to the base machine’s practical.

XVS950A
In the sea of black and chrome bikes, the 950 has an air of modernness about it. Not talking about sports forks and an R1 engine here, but cast wheels, hidden shocks and belt drive. Unfortunately that modern appearance doesn’t lend itself to the ride. The engine is adequate, rather than as strong as a near-litre unit should be. It’s not that it’s particularly slow but takes the cruiser tag a bit too literally on the way to getting there.

The other downside is the clearance of the bike’s running boards. Again, they touch noticeably sooner than the rest of the pack. It’s a shame about this as the rest of the bike is the equal of the others and the style has a fresh angle to it, especially from the cockpit where the massively wide bars and lack of bar-mounted instruments (they’re on the tank) offer an uninterrupted view of the world.

Verdict: cool looks but ride lets the side down slightly

XVS1100 AND XVS1100A
“Once they’re gone, they’re gone.” If ever a slogan had to sum up a bike, the 1100 would have this kicker as Yamaha get ready to consign this bike to history. With the bike drinking through society-killing carbs, those nice people who know what’s best for us have deemed them too “un-green.” And that’s a shame because the 1100’s engine has a lovely torque feel to it, even if it can feel a little doughy sometimes. It’s got character. Of course, the curse of non-adjustable suspension on a heavy bike makes itself felt when pushing on. On the wrong type of bump, the chassis can feel hinged in the middle.

You’ll have to be quick to snare one of these last few survivors as there’s only a handful left in Australia, each wearing a “final edition” badge on their rear fenders.

Verdict: last of an era but not the end of the road for this cruiser.

XVS1300A AND XVS1300AT
We tested the 1300 (click here to read the review) a while back so this was more of a second opinion (tho by the same tester!). But dry any sentimental tears spilt for the demise of the 1100 as the 1300 comes out fighting as a better package in most areas.

Firstly, you get the two choices (base and Classic) and both offer a great mix of torque and handling. With the pegs (on the base model) and the running boards (on the Classic) better positioned to allow increased ground clearance while still relaxing the rider’s legs, the bike cuts through fast country roads with a purpose, the slick gearbox allowing full use of the V-twin’s wide spread of power.

The suspension’s got a more controlled way about it over the 1100, too. With better compression and less wallow, you’ll not be wincing when you hit square-edged road defects, as the bike won’t offer the jolts that some other cruisers’ low-tech (and undersprung) suspension can. The 1300 doesn’t reinvent the cruise wheel; it just makes it a better wheel to be on top off.

Verdict: not the top of the tree but a relaxing and capable bike to ride.

XV1900A AND XV1900AT
Like the 1300, we tested the 1900. It’s the biggest and arguably best cruiser in the Star range. And, at a touch over $24K for the AT version, it should be. Basically, it’s cruiser meets hotrod. Sitting at a set of lights and feeling frisky? Just whack the throttle, dump the clutch and the 1900 will lay rubber like a V8 Commodore at the Summer Nats. And that’s not a bad feat for something that weighs the same as Tasmania.

But it’s this omnipresent torque and stability of the monster Star that gives it an air of supremacy over the other bikes. It’s like a two-wheel Jag. Naturally, it seems to fit bigger riders. The bar/boards/seat triangle feels better suited to those around six feet tall and the machine’s weight slims as soon as you get those 130- and 190-section Dunlops rolling.

The base (1900A) version feels the purest in terms of muscle, whereas the screen on the AT version doesn’t stop the wind vibration on taller riders and keeps essential cooling airflow off the rider on a stinker of a day. The AT also comes with the panniers that’ll carry many things but not helmets…

But it’s the class of the 1900’s chassis that shines here. The suspension has a more controlled classy feel, soaking up and controlling and insulating the rider from what the tyres are reading on the road’s surface. The styling’s fresh, too. Not so anchored in the past as a Harley, but not too modern as to look like a try-hard. Again, it’s a serious bike for serious money and a worthy flagship of the Star range.

Verdict: the best cruiser Yamaha makes and the equal of anything in the marketplace.