Yamaha Deus Ex Machina Concept Bike

Yamaha Deus Ex Machina Concept Bike

Yamaha Deus Ex Machina Concept Bike

Yamaha Deus Ex Machina Concept Bike

Yamaha Deus Ex Machina Concept Bike

Yamaha Deus Ex Machina Concept Bike

Yamaha Deus Ex Machina Concept Bike

Yamaha Tesseract Concept

Yamaha Tesseract  Concept

Yamaha Tesseract  Concept

Yamaha Tesseract  Concept

Yamaha Tesseract  Concept 2007

Yamaha Tesseract  Concept

Yamaha Tesseract  Concept

Yamaha Tesseract  Concept

Yamaha FZ8 Pictures

 Review;

2010 Yamaha FZ8 second rendering

French motorcycle website Motorevue has recently come up with their take on Yamaha’s future FZ8 naked and while that is very plausible, we tend to like more what the Germans from Motorrad see behind the front end that Yamaha has been teasing us with. The black and white color scheme looks much more appropriate for this serious two wheeled piece of machinery, while the engine is obviously the same 800cc inline-four.

Expected to be officially unveiled soon, the Yamaha FZ8 naked will be in a class of its own and address to riders with a taste for sweet handling and the closest torque and horsepower figures, translating into a very smooth powerband, which we’d love to explore if the thing will ever see its way to the United States. Yamaha, make your move once and for all because we can’t take it any more!

Yamaha FZ8 Tyres ,Chain

Yamaha FZ8Rear View

Yamaha FZ8

Yamaha FZ8 Front View

Yamaha FZ8

YAMAHA FZ8 Review, Specifications,Price and Images

words - Martin Child

The latest middle-weight street fighter to hit the streets is the 2011 Yamaha FZ8N, but can its 800cc engine set it apart from its rivals?

WHAT WE LIKE

• Torquey engine
• Intuitive front end
• Value for money

NOT SO MUCH

• Rear suspension over bumps
• Exhaust note

They say that racing improves the breed – but if that's the case, why aren't we flooded by a million MotoGP replicas, each spitting flames through tiny exhausts from their 800cc's of pure adrenaline rush?
Much of the technology found on the track filters into our road bikes but the actual capacity breaks we're used to seem set in stone. There's 1000, 750, 600 – take it or leave it.
If you delve further and look at the history of the 800cc engine, it's about as sexy as your mum in a see-through. Sure, Honda have been packaging the VFR in that very size for quite a few years and BMW have recently introduced us to the F800 family, but it's a bit lonely being 200 cubes short of a litre.
That was until now. Yamaha have gone all Lorenzo-land on us and stuck a big FZ8-sized flag on the real estate known as 800ville.
As you can see, it's no racebike, nor the same level of tourer as the VFR. So does it make sense?

SPECIAL SPECIFACTIONS
In a period of time where roads are crowded and top speeds largely irrelevant, the specs on Yamaha's newest member of the FZ family look impressive. Nestling in between big brother FZ1 and the smaller XJ6, the 8 takes strong points from each and merges them into one package. But it's not quite perfect.
Years ago if you bought a naked bike, you bought into a long-list of givens, namely second-rate brakes and suspension so soft you could hardly nip to the shops without feeling seasick. The new Yamaha is chalk and cheese to those days but that's thrown up its own problems.
The suspension is now too harsh, and being unadjustable, means that fast riding can confuse it. The back end suffers the same fate. It's all peachy on the smoother tarmac but add in some bumps (if you need any we have truckloads here in Sydney) and not only can you get the back hopping on the entry to a corner, but slipping, gripping and sliding on the way out – enough to make you think that maybe you are a GP rider after all.
It really is only at the higher range of hard riding that the suspension's budget nature confuses the mix and if that's where you're aiming your riding arrow, then there's better (but also dearer) bikes to consider.
And it's also worth noting that at 90kg, I'm hardly a jockey, and if you're much lighter than that you'll have an even harder time to make the suspension work for you. This shortfall in the bouncy department is made more noticeable by a very sweet-steering front end. There really is little more to do than just think where you want the FZ to go and it heads there on a perfectly smooth trajectory until your next impulse.
This lightness, combined with the upright bars makes this a much better commuter than racer and the city more of a natural habitat than the track. It also makes you want to ride it like you stole it.
The brakes might not be the latest all-singing radial jobbies found on the current R1, but are more than suited to the bike's performance and offer fade-free reliability and confidence in equal doses.

THE PERFECT ENGINE?
But it's the engine of this new bike that will make or break it. At 779cc, it's a healthy mix of what you need and want over what you sometimes desire. It's got more legs off the bottom than a 600 middleweight. The torque away from the lights means you'll ride the clutch rather than ping it out as if on a smaller bike, and also the mid-range feels like it's been fed T-bones from an early age. Up top, the power tails off before litre-high stratospheric levels, but realistically you don't miss that on the road.
With a large airbox and differing-length inlets, the FZ has an induction roar similar to '90s ZXR Kawasakis and gives the bike an 'alive' feel. Lucky that, because the 4-2-1 exhaust is quieter than a one-armed man clapping in a deserted forest.
There's the usual advancement in engine fuel management, mixture sensing, and latest technology buzzwords like 'fracture split con rods.' That doesn't even sound healthy, let alone a selling point.
Styling-wise, the Yamaha FZ8 is ultra modern. The lines are angular, the dimensions slightly comic book and the overall stance is short and squat. From the front, the bulk of the tank dominates the small head of the bike, the headlight unit looking like a gladiator's head poking out of a powerful body. Just a shame then that the exhaust note's more 'Ooooh chase me,' than 'Whatcha looking at!'
There's also a faired version, the FZ8S, for those looking to hide from the elements more. However, don't think VFR-covered, but with a useful screen and upper-body protection, it offers an alternative to the wind-ripping-your-head-off look of the naked model. As usual, the fairing on the S model adds practicality at the cost of coolness.
So how much is it to buy into this neighbourhood? The FZ8N retails for $12,990 but it'll cost you another $1000 to get behind the bars of the S. Both prices are plus on-roads.
With the FZ6 and FZ1 being great all-rounders and enjoying success both over here and in Europe, the FZ8 looks set to continue the trend that has seen over 250,000 FZ6s find happy riders.
And with the saving on running costs and original purchase price over the FZ1, it's hard to believe that there's not a section of the riding community that'll welcome the new capacity with open arms and slightly less open wallets.

SPECS: YAMAHA FZ8

ENGINE
Type: Liquid cooled 4-stroke, DOHC Forward-inclined parallel 4-cylinder
Displacement: 779 cc
Bore x stroke: 68.0 x 53.6mm
Compression ratio: 12.0: 1
Lubrication: Wet sump
Fuel System: Electronic Fuel Injection
Clutch type: Wet, multiple-disc coil spring
Ignition system: Transistorized coil ignition
Starter system: Electric
Transmission: Constant mesh, 6-speed
Final drive: Chain
Fuel tank capacity: 17 L
Oil tank capacity: 3.8 L
PERFORMANCE
Max. power: Not given
Max. torque: Not given
CHASSISFrame: Diamond
Front suspension: Telescopic fork, 43mm inner tube, Front travel 130 mm
Rear suspension: Swingarm, linked monoshock with spring preload adjustment, Rear travel 130 mm
Caster angle: 25º
Trail: 109 mm
Front brake; Hydraulic dual disc brake, Ø 310 mm
Rear brake: Hydraulic single disc brake, Ø 267 mm
Front tyre: 120/70 ZR17 M/C(58W)
Rear tyre: 180/55 ZR17 M/C(73W)

DIMENSIONSLength: 2140 mm
Width: 770 mm
Height: 1065 mm (1225 mm FZ8S)
Seat height: 815 mm
Wheel base: 1460 mm
Min ground clr: 140 mm
Wet weight: 211 kg with 17 litres of fuel (FZ8N); 215 kg with 17 litres (FZ8S)

OTHERPrice: $12,990 (FZ8N); $13,990 (FZ8S)
Colours: Competition White; Midnight Black (FZ8N) Yamaha Blue; Midnight Black (FZ8S)
Bike supplied by: Yamaha Motor Australia (Yamaha-motor.com.au)
Warranty: 24 months, unlimited kms, parts and service

Yamaha YZF-R1 ,Review 1998_2010 Full Technical Data

The Yamaha YZF-R1 is an open class sport bike, or superbike, motorcycle manufactured by Yamaha Motor Company since 1998.

1998–1999

Yamaha launched the YZF-R1 after redesigning the Genesis engine to offset the crankshaft, gearbox input and output shafts. This "compacting" of the engine yielded a huge dividend in that the total engine length was now much shorter. This allowed the wheelbase to be shortened significantly which resulted in much quicker handling and an optimized center of gravity. The bike had a compression ratio of 11.8:1 with a 6-speed multi-plate clutch transmission.
The launch model Yamaha YZF-R1 was available either in white-on-red or in blue. Early models were subject to a worldwide recall for a clutch problem. Yamaha today describes the launch of the R1 as the true value of "Kando".

2005 YZF-R1 instrumentation

The 1999 R1 saw only minor changes apart from paint and graphics. Notable improvements were a redesigned gear change linkage and the gear change shaft length which was increased for better gear shifting. Fuel tank reserve capacity was reduced from 5.5 l (1.2 imp gal; 1.5 US gal) to 4.0 l (0.88 imp gal; 1.1 US gal), while the total fuel tank capacity was unchanged at 18 l (4.0 imp gal; 4.8 US gal). A second worldwide recall was issued for 1998 and early 1999 models to change a coolant hose clamp under the fuel tank which could come loose under hard use.
Motorcycle Consumer News tests of the 1998 model year YZF-R1 yielded a 0 to 60 mph (0 to 97 km/h) time of 2.96 seconds and 0 to 100 mph (0 to 160 km/h) of 5.93 seconds, a ¼ mile time of 10.19 seconds at 131.40 mph (211.47 km/h), and a top speed of 168 mph (270 km/h), with deceleration from 60 to 0 mph (97 to 0 km/h) of 113.9 ft (34.7 m). For the 1999 model year, Cycle World tests found a 0 to 60 mph (0 to 97 km/h) time of 3.0 seconds, ¼ mile time of 10.31 seconds at 139.55 mph (224.58 km/h), and a top speed of 170 mph (270 km/h).

2001 YZF-R1

 2000–2001

In 2000, Yamaha introduced a series of changes to improve the bike, plus minor changes to the body work to allow for better long-duration ride handling. The R1 was an excellent bike to ride on short runs, but due to its quick handling was not a favorite long-ride bike. Yamaha's main design goal was to sharpen the preexisting bike and not redesign it. Even so they instituted over 150 changes in hopes of making an already light, sleek and mean motorcycle even lighter, sleeker and meaner. For example, even with the addition of the new Air Induction System, which weighs four pounds, the overall weight of the bike is down five pounds to 414 lb (188 kg)^[7] dry. At 127.8 bhp (95.3 kW) at the rear wheel, top-end output remains the same but changes to the engine management system are supposed to result in a smoother, broader distribution of power. The bodywork is still unmistakably R1 although a few changes were made resulting in a 3% reduction in the drag coefficient. The headlight housing's profile was sharpened, the side panels were made more aerodynamic and slippery and the windscreen was reshaped for better rider protection. These redesigns changed the bodywork to a large enough degree that previous years' bodywork will not fit the 2000 model. The seating area was also updated. The fuel tank was reshaped with a more relaxed rear angle and deeper leg recesses to provide for better rider feel. The seat extended further towards the front of the tank and the new, steeper seating position put additional weight on the front end. All of this was aimed at improving weight bias and offering sharper cornering and more stability, sharpening what was already a very sharp package. Engine-wise, the carburetors were rejetted in an effort to improve throttle response—especially in the low end—all the way up to the bike's 11,750 rpm redline. The redesigned camshafts were lightened and use internal oil ways to lubricate journals that, when combined with reduced tappet clearance, provided less friction and create less engine noise. The gearbox received a taller first gear, a hollow chrome-moly shift-shaft with an additional bearing and a completely redesigned shift linkage and foot pedal. These changes were aimed at nixing the 1998 - 1999 generation's transmission complaints as well as helping to transfer as seamlessly as possible the R1's prodigious power to the tarmac.

2002–2003

2002 YZF-R1 with aftermarket high-mount exhaust

A new fuel injection system was introduced for the 2002 year, which worked like a carburetor by employing a CV carburetor slide controlled by vacuum created by the engine. With a similar power output to the 2000-2001 bike, the engine was remained largely the same. One notable improvement was the use of new cylinder sleeves of a high silicon content alloy containing magnesium that minimized heat induced distortion, reducing oil consumption. Also in 2002, Yamaha released the newly developed "Deltabox III" frame,which, with its hydro formed construction, dramatically reduced the total number of frame welds. These changes improved the frame's rigidity by 30%. The cooling system was redesigned for better performance and compactness. The exhaust system was changed from a 4-into-1 to a new titanium 4-into-2-into-1 design. The rear end of the motorcycle was updated and streamlined with a LED taillight. This allowed for very clean rear body lines when choosing one of several common after market modifications, such as removal of the turn signal stalks and stock license plate bracket; and replacing them with assorted available replacements that "hug" the body or frame. Also, front end lighting was improved in 2002, between the higher definition headlights and also side "parking" lights within the twin-headlight panel, giving a more angular appearance. This also gave additional after market possibilities, such as to remove the front blinkers and utilize these front lights as directional or hazard markers while stopped. For 2003, the only change was the choice of colors, fitted hazard warning lights and dipped headlights, which stay on all the time the engine is running. The previous years all had a "Red" option, but this was replaced by a black with red flames "Special Edition" which cost an extra $100.
In 2002, Cycle World reported fuel mileage of 38 mpg-US (6.2 L/100 km; 46 mpg_-imp), a 0 to 60 mph (0 to 97 km/h) time of 2.9 seconds, a ¼ mile time of 10.32 seconds at 137.60 mph (221.45 km/h), and a top speed of 167 mph (269 km/h).

2004–2005

2004 YZF-R1

With the competition advancing, Yamaha took to a major development. This included style updates like an under seat twin exhaust, and performance upgrades including radial brakes and for the first time on an R1 Ram-air intake. Furthermore, the wheelie-tendency known from earlier productions is drastically reduced by changing frame geometry and weight properties. The all new engine (no longer used as a stressed member of the chassis) featured a separate top crankcase and cylinder block. The 2004 R1 produces 132-134hp at the rear wheel, and also weighs 172 kilograms (dry). The conventional front brake calipers were replaced by radially-mounted calipers, activated by a radial master cylinder. Also newly added for this year was a factory installed steering damper. Combined with the changes to the frame, it helped to eliminate the tendency of the handlebars to shake violently during rapid acceleration or more so during deceleration on downgrade and less-than-perfect surfaces (aka "tank slapping").

2006 YZF-R1

2006

The 06 R1 produces 132-134 horsepower at the rear wheel.In addition, the swingarm was extended 20 mm longer due to acceleration instability. Also, in 2006 the 50th anniversary of Yamaha racing in America, Yamaha released the limited edition version in original Yamaha racing colors. The model (LE/SP) featured a Kenny Roberts replica paint pattern with yellow and black paint, and front and rear custom Öhlins suspension units developed by the people who work on the YZR-M1 MotoGP bike. Custom forged aluminum Marchesini wheels specifically designed for the LE shaved nearly a pound of unsprung weight. And a back torque-limiting slipper clutch, and an integrated lap timer rounded out the package making the LE more of a production racer. Only 500 units were made for the United States.

2007-2008 YZF-R1

2007–2008

2007 Yamaha YZF-R1 used by Noriyuki Haga in the Superbike  

 

World Championship.

An all-new YZF-R1 for the 2007 model year was announced on 8 October 2006. Key features include an all-new inline four-cylinder engine; going back to a more conventional four-valves per cylinder rather than Yamaha's trade mark five-valve Genesis layout. Other new features are the Yamaha Chip Control Intake (YCC-I) electronic variable-length intake funnel system, Yamaha Chip Control Throttle (YCC-T) fly-by-wire throttle system, slipper-type clutch, all-new aluminum Deltabox frame and swingarm, six-piston radial-mount front brake calipers with 310 mm discs, a wider radiator, and M1 styling on the new large ram-air ports in the front fairing. There were no major changes for 2008. Power was 152.9 hp (114.0 kW) @ 10,160 rpm.

2009–2010

In late 2008 Yamaha announced they would release an all new R1 for 2009. The new R1 takes engine technology from the M1 Motogp bike with its cross plane crankshaft, the first ever production motorcycle to do so. Crossplane technology, puts each connecting rod 90° from the next, with an uneven firing interval of 270°- 180°- 90°- 180°. The idea of this technology is to reduce internal crankshaft torque, thus giving the new R1 a more linear power delivery. Yamaha claims the bike would give the rider 'two engines in one', the low end torque of a twin and the pace of an inline four. As with previous incarnations of the R1 the 2009 model keeps its YCC-T (Yamaha Chip Controlled Throttle). The R1 now produces 136-138 hp at the rear tire.
Another advancement included on the 2009 model is D-Mode Throttle Control Valve Mapping which allows a rider to choose between three distinct maps depending on the rider’s environment. Each mode of operation controls YCC-T characteristics changing how the R1 reacts to driver input. The first mode is Standard Mode, which delivers performance for a wide variety of driving conditions. The second mode is "A" mode which will give a rider more available power in the lower to middle RPM range. The third mode is "B" mode, which is a dial back of the previous mode, designed to soften throttle response in inclement weather and heavy traffic. D-Mode throttle control is controlled via the rider through a forward mode button near the throttle. The instrument panel is more comprehensive than previous models and the 2009/2010 Yamaha YZF-R1 model now features a gear indicator as standard.
Overall handling of the R1 was improved through several changes to frame and suspension. A new sub frame was designed for the 2009 R1 which is magnesium cast in a carbon fiber mold. This new subframe offers a superior strength to weight ratio, while helping keep mass closer to the center of gravity and subsequently gives the bike greater handling performance. The rear shock absorber on the 2009 offers variable speed damping as well as an easy to tweak preload via a screw adjustment. The rear shock now connects underneath the swing arm through different linkage; a change from previous years models. Front suspension takes its cues from the M1 as the left fork handles compression damping while the right controls the rebound duties. To improve overall handling and safety, this is the first year Yamaha developers included an electronic steering damper on a production R1.
The overall look of the R1 has changed drastically. In a side by side comparison between last year’s model and the 2009; to the eye, the 2009 looks much more compact and could be compared to the size of the R6r. The center up exhaust on the 2009 seems significantly larger compared to previous years, due in some respects to changes in emissions controls. The front has the same classic R1 shape, though the air intake location and headlamp design have been revamped on the 2009 model; utilizing only projector lamps and using the new found design space within the nose cone to reroute ram air tubes next to the lights.
Testing the 2010 model year, Motorcyclist reported a ¼ mile time of 10.02 seconds @ 144.23 mph (232.12 km/h), a top speed of 165 mph (266 km/h), and fuel mileage of 25 mpg-US (9.4 L/100 km; 30 mpg_-imp)

Yamaha R1

Yamaha Junoon In Pakistan

Yamaha V Star 1300

Key Features:

Midsize Star brings modern classic styling along for a lighter, sportier, hot-rod-inspired ride. 80-cubic-inch (1304cc) liquid-cooled, fuel-injected V-twin produces excellent power across the board along with a highly stimulating exhaust note. Modern-classic design, including a flangeless gas tank and two-into-one exhaust, gives the V Star 1300 that distinctive Star look. Steel chassis gets 48 percent of the bike’s weight on the front tire, for quick, light handling and maneuverability. Authentic cruiser features such as belt drive and steel fenders open up the customization possibilities even further. Estimated 42 mpg* means over 200 miles of riding between fill-ups. The Star® Accessories Catalog is packed full of high-quality parts that invite Star owners to fully express their individuality.

New for 2011:

The handlebar bend is changed, bringing the bars closer to the rider for a more relaxed riding position. The shape of the seat has been redesigned with a “dish” shape for improved comfort, and it allows riders to touch the ground easily. A new 3D tank emblem design adorns the V Star 1300 and evokes a modern-classic look. The V Star 1300 gets even more chrome: a new chrome headlight housing and chrome belt guard. Plus, there’s a new gloss black finish on the frame that adds a high-quality look.

Engine:

80-cubic-inch (1304cc) liquid-cooled, single overhead cam 60-degree V-twin with dual counterbalancers offers plenty of smooth performance. Computer-controlled twin-barrel fuel injection provides optimal mixture whatever the temperature or altitude. Four valves per cylinder (36mm intake, 32mm exhaust) provide optimum combustion efficiency; roller rocker arms reduce friction for better performance and reduced wear. Ceramic composite cylinder sleeves contain 100mm forged pistons for excellent durability and longevity. 9.5:1 compression ratio and aggressive cam timing produce plenty of power across the board and a distinctive exhaust note. Forged connecting rods ride a single crankpin for true V-twin sound and power. Smooth-shifting five-speed transmission feeds power to an efficient, low-maintenance belt drive. Sly cooling system routes liquid through hidden hoses and internal engine passages for air-cooled looks and liquid-cooled performance. Oil filter is easy to get to but also tucked nearly out of sight for clean, pure looks. Hydraulic cam chain tensioner reduces noise and maintenance.

Chassis/Suspension:

Steel cradle frame has four solid engine mounts—including one atop the front cylinder head—for maximum rigidity and excellent handling. Stylish, braced steel swingarm and rear wheel are controlled by a single linkage-mounted shock absorber, adjustable for spring preload. 41mm fork tubes with stainless covers look great and serve up a smooth, controlled ride. Flangeless fuel tank carries 4.9 gallons of fuel. Mounting the fuel pump in a separate, tucked-away sub-tank allows the thin tank design. Seven-spoke cast wheels and matching rear pulley mount fat, 16-inch tires for a cool period look albeit with big contact patches on the road. A pair of 298mm front brake discs provide excellent power and feel. Strong, light and low maintenance belt final drive routes power smoothly and efficiently to the rear wheel.

Additional Features:

Star quality paint, chrome and detailing vie for attention wherever you look; fenders are steel not plastic. Retro-modern bar-mounted instrumentation contains analog speedometer along with LCD display; indicator lights for high beam, turn signal, low oil level, low fuel, coolant temperature, neutral—and engine diagnostic function. Rider floorboards for comfort and room; heel/toe shifter makes moving through the five-speed gearbox a snap.

Key Features:

• Midsize Star brings modern classic styling along for a lighter, sportier, hot-rod-inspired ride.
• 80-cubic-inch (1304cc) liquid-cooled, fuel-injected V-twin produces excellent power across the board along with a highly stimulating exhaust note.
• Modern-classic design, including a flangeless gas tank and two-into-one exhaust, gives the V Star 1300 that distinctive Star look.
• Steel chassis gets 48 percent of the bike’s weight on the front tire, for quick, light handling and maneuverability.
• Authentic cruiser features such as belt drive and steel fenders open up the customization possibilities even further.
• Estimated 42 mpg* means over 200 miles of riding between fill-ups.
• The Star® Accessories Catalog is packed full of high-quality parts that invite Star owners to fully express their individuality.

 New for 2011:

• The handlebar bend is changed, bringing the bars closer to the rider for a more relaxed riding position.
• The shape of the seat has been redesigned with a “dish” shape for improved comfort, and it allows riders to touch the ground easily.
• A new 3D tank emblem design adorns the V Star 1300 and evokes a modern-classic look.
• The V Star 1300 gets even more chrome: a new chrome headlight housing and chrome belt guard. Plus, there’s a new gloss black finish on the frame that adds a high-quality look.

 Engine:

• 80-cubic-inch (1304cc) liquid-cooled, single overhead cam 60-degree V-twin with dual counterbalancers offers plenty of smooth performance.
• Computer-controlled twin-barrel fuel injection provides optimal mixture whatever the temperature or altitude.
• Four valves per cylinder (36mm intake, 32mm exhaust) provide optimum combustion efficiency; roller rocker arms reduce friction for better performance and reduced wear.
• Ceramic composite cylinder sleeves contain 100mm forged pistons for excellent durability and longevity.
• 9.5:1 compression ratio and aggressive cam timing produce plenty of power across the board and a distinctive exhaust note.
• Forged connecting rods ride a single crankpin for true V-twin sound and power.
• Smooth-shifting five-speed transmission feeds power to an efficient, low-maintenance belt drive.
• Sly cooling system routes liquid through hidden hoses and internal engine passages for air-cooled looks and liquid-cooled performance. Oil filter is easy to get to but also tucked nearly out of sight for clean, pure looks.
• Hydraulic cam chain tensioner reduces noise and maintenance.

 Chassis/Suspension:

• Steel cradle frame has four solid engine mounts—including one atop the front cylinder head—for maximum rigidity and excellent handling.
• Stylish, braced steel swingarm and rear wheel are controlled by a single linkage-mounted shock absorber, adjustable for spring preload.
• 41mm fork tubes with stainless covers look great and serve up a smooth, controlled ride.
• Flangeless fuel tank carries 4.9 gallons of fuel. Mounting the fuel pump in a separate, tucked-away sub-tank allows the thin tank design.
• Seven-spoke cast wheels and matching rear pulley mount fat, 16-inch tires for a cool period look albeit with big contact patches on the road.
• A pair of 298mm front brake discs provide excellent power and feel.
• Strong, light and low maintenance belt final drive routes power smoothly and efficiently to the rear wheel.

 Additional Features:

• Star quality paint, chrome and detailing vie for attention wherever you look; fenders are steel not plastic.
• Retro-modern bar-mounted instrumentation contains analog speedometer along with LCD display; indicator lights for high beam, turn signal, low oil level, low fuel, coolant temperature, neutral—and engine diagnostic function.
• Rider floorboards for comfort and room; heel/toe shifter makes moving through the five-speed gearbox a snap.

Yamaha  V Star 1300  Specifications

MSRP*	$10,890 (Raven) Available from February 2011/CA model March 2011
Engine
Type	80-cubic-inch (1304cc) liquid-cooled V-twin; SOHC, 4 valves/cylinder
Bore x Stroke	100.0 mm x 83.0 mm
Compression Ratio	9.5:1
Fuel Delivery	Fuel injection
Ignition	TCI: Transistor Controlled Ignition
Transmission	5-speed; multiplate wet clutch
Final Drive	Belt
Chassis
Frame	Double Cradle
Suspension / Front	Telescopic fork; 5.3-in travel
Suspension / Rear	Single shock; 4.3-in travel
Brakes / Front	Dual hydraulic disc, 298mm
Brakes / Rear	Hydraulic disc, 298mm
Tires / Front	130/90-16M/C 67H
Tires / Rear	170/70B-16M/C 75H
Wheels	7-spoke aluminum
Dimensions
Length	98.0 in
Width	38.6 in
Height	43.9 in
Seat Height	28.1 in
Wheelbase	66.5 in
Fuel Capacity	4.9 gal
Fuel Economy**	42 mpg
Wet Weight***	668 lb