Category Archives: Used

1098S Ducati 2008

Used 2008 1098S Ducati Superbike

$ 10,999.00   –   5849 miles  –  Financing

Customer Added Modifications

  • Leo Vince Carbon Fiber and Titanium Exhaust
  • Ducati Racing ECU
  • White Racing Number Plates with Clearcoat on Front Cowl & Seat Body
  • Rear Seat Cowl with White Racing Number Plates with Clearcoat
  • 1098 R Black Swingarm
  • 1098 R Black Kickstand
  • CRG Brake and Clutch Levers
  • CRG Rear-Sets
  • STM Clutch Slave Cylinder
  • GIPro Gear Indicator
  • Ducati Corse Windscreen
  • Bitubo Gas Steering Damper
  • Ducati Carbon Fiber Key Cover (by tank)
  • Ducati Carbon Fiber Rear Wheel Fender
  • Galfer Brake and Clutch Lines
  • Titanium Rear Wheel Nuts
  • Driven Hard anodized Quick-Change Rear Sprocket and Carrier
  • 1 Tooth Smaller Front Sprocket
  • Speedymoto superbike black Top Triple Clamp
  • Ducati Corse black Steering Head Nut
  • Ducati Performance LED Mirrors
  • Custom Seat Cover
  • Rear Fender Eliminator – Stainless
  • LED Integrated Rear Turn Signal/Taillight/Brake Light
  • Carbon Fiber tank pad
  • Tall Ducati Corse Windshield


Italian manufacturer Ducati has prided themselves on doing things their way.

From its exhaust note to its handling characteristics, the Ducati 1098S offers its own unique flavor in a market dominated by cheaper, more commonplace machines.

Let’s take a look at what makes the Ducati 1098S so unique.

The Ducati 1098S: The Hardware at the Heart of the Machine

The Ducati 1098S boasts some gorgeous bodywork and slick design cues, but its real masterpiece lies beneath those pretty plastic panels. Underneath is a tubular steel trellis frame optimized for stiffness, and an L-twin engine produces 160 horsepower and 90.4 lb-ft of torque, routing exhaust fumes through a lightweight 2-1-2 under seat system that culminates with twin stainless steel mufflers.

A six-speed gearbox with straight cut gears is mated with a dry clutch, and MotoGP style instrumentation provides an all-digital light show that includes a nifty ambient temperature gauge.

Stopping power is provided by dual, radially-mounted 4-piston 330mm Brembo monobloc front brakes and 245mm, 2-piston rear brakes, which are situated near a sculpted single-sided aluminum swingarm that leaves the other side of the rear wheel exposed.

1098S Extras: Premium Components for Serious Riders

Utilizing the already capable 1098 as a platform, Ducati’s 1098S incorporates premium components designed to satisfy the most dedicated sportbike riders, at a cost of $4,000 over the price of the standard 1098 (which has been bumped up a grand to $15,995 for 2008.) Upgraded 43 mm Öhlins FG511 forks use low friction Titanium Nitride-treated sliders while incorporating a steering damper, and the Öhlins 46PRC rear shock is engineered to offer strong dampening alongside decent ride quality.

Marchesini forged and machined wheels shave 4 lbs of mass, and a carbon fiber fender and seat cooling ducts bring the total dry weight to 377 lbs (versus 381 for the standard 1098.)

On the Road: Riding the Ducati 1098S

From the moment you start up the Ducati 1098S, you realize it’s not like other bikes: between the chug-a-lug of its torquey twin as it idles and the roar of its rev, this engine screams to the bike’s sporting nature.

Click the kickstand up, snick the foot lever into gear, and let out the clutch and you’ll be treated to instant torque that pulls from seemingly no rpms whatsoever. The 1098S wants to move so insistently that just a touch of throttle is required to get it rolling. Clutch slip is required for the first few miles per hour, and once engaged, first gear goes a surprisingly long way.

The L-twin produces both strong low end grunt and high end power, and torque peaks at 8,000 rpm while horsepower maxes out at 9,750 rpm. The 1098S offers an involving ride that demands the rider’s complete and undivided attention. Throttle response is sharp, handling is extremely crisp, and even the brakes respond with super sensitivity; it seems that merely thinking about stopping actuates the lever and scrubs off speed, the brakes are so strong. It takes time to get used to the ease with which the 1098S decelerates, and once you get used to these outstanding binders, it’s hard to go back to other bikes.

All of these components work together to provide a ride that is more unrelentingly focused than sportbikes at a lower price point.

The Price of Performance

What the Ducati 1098S achieves in performance, it detracts in everyday livability. This is, after all, a hyperfocused ride intended to be track ready, but with the added benefit of wearing license plates. The seat padding is thin, the riding position aggressive, and the 1098S’s abilities are demanding. The bike responds so well to input, in fact, that it seems to beg for a higher level of smoothness than many casual riders are capable of– and whether or not that’s your cup of tea is an entirely individual question.

Ride it with confidence, and this Duc starts asking for more: greater speed, steeper lean angles, harder braking. Clutch effort is high and the shifter works well, and the bike’s 377 lb dry weight really starts to shine when it’s tossed around the twisties, enabling it to feel agile and eager to lean, like a much smaller bike. Though still taut and tightly sprung, the reduced unsprung weight of the lighter Marchesini wheels not only makes the S variant more willing to turn, it actually improves ride quality.


And that’s really what this Duc boils down to: a sportbike that takes the task of performance very seriously, and achieves its track-based goals extremely well. When the 1098S is going fast, it feels like nothing else.  While it might be a bit too hardcore for those seeking anything less than undistilled performance, the Ducati 1098S is a beautifully thrilling ride for speed hungry adrenaline junkies.

2008 Ducati 1098s – Red


General Stock Specs
Model: Ducati Superbike 1098 S
Year: 2008
Category: Superbike
Engine and transmission
Displacement: 1099.00 ccm (67.06 cubic inches)
Engine type: V-Twin Cylinder, four-stroke
Power: 160.00 HP (stock) @ 9,750 RPM
Torque: 122.58 Nm (12.5 kgf-m or 90.4 ft.lbs) @ 12,500 RPM
Compression: 12.5:1
Bore x stroke: 104.0 x 64.7 mm (4.1 x 2.5 inches)
Valves per cylinder: 4
Fuel system: Injection. Marelli electronic fuel injection, elliptical throttle bodies
Fuel control: Desmodromic valve control
Cooling system: Liquid
Gearbox: 6-speed
Clutch: Dry multiplate with hydraulic control
Exhaust system: Lightweight 2-1-2 system with catalytic converter and lambda probe. Twin mufflers
Chassis, suspension, brakes and wheels
Frame type: Tubular steel Trellis frame in ALS 450
Front suspension: Ohlins 43mm fully adjustable upside-down fork with TiN
Front wheel travel: 120 mm (4.7 inches)
Rear suspension: Progressive linkage with fully adjustable Ohlins monoshock with top-out spring. Aluminium single-sided swingarm
Rear wheel travel: 127 mm (5.0 inches)
Front tyre: 120/70-ZR17
Rear tyre: 190/55-ZR17
Front brakes: Double disc
Front brakes diameter: 330 mm (13.0 inches)
Rear brakes: Single disc
Rear brakes diameter: 245 mm (9.6 inches)
Physical measures and capacities
Dry weight: 171.0 kg (377.0 pounds)
Power/weight ratio: 0.7836 HP/kg
Seat height: 820 mm (32.3 inches) If adjustable, lowest setting.
Wheelbase: 1,430 mm (56.3 inches)
Fuel capacity: 15.50 litres (4.10 gallons)

Used 2008 GSX-R750 Suzuki

Used 2008 GSX-R750   2,809 miles


$ 6,895 *  

*plus doc fee, tax, title, and tag.

The legendary 2008 Suzuki GSX-R750 superbike had no competition. For a decade it would outperform every other brands 1000 cc superbike in the standing 1/4 mile AND top speed! With the most powerful, efficient and cleanest running 750cc four stroke production engine Suzuki had ever produced.

Additional Equipment:

  • Two Brothers Carbon Fiber Muffler
  • Fender Eliminator Kit
  • Frame Sliders

A new cast-aluminum-alloy frame. Exciting new bodywork with increased aerodynamics. An advanced engine management and fuel injection system with adjustable on-the-fly mapping. Fully adjustable high-performance suspension, and radial-mount brakes. Delivering open-class racetrack performance in a middleweight-sized package.

A new cast-aluminum-alloy frame. Exciting new bodywork with increased aerodynamics. An advanced engine management and fuel injection system with adjustable on-the-fly mapping. Fully adjustable high-performance suspension, and radial-mount brakes. Delivering open-class racetrack performance in a middleweight-sized package.

It’s as if the talented team of engineers responsible for the GSX-R750 designed a race bike with street equipment like lights, instruments and a horn and mirrors. Which makes it more obvious what the 2008 GSX-R750 really is.

Not just a true race replica. The original race replica, reborn.


New Engine

  • New larger 41mm ventilation holes between cylinders to reduce crankcase pressure and mechanical loss
  • New electronic fuel injection system features Suzuki Dual Throttle Valve (SDTV) system – with dual fuel injectors per cylinder and new compact 8 hole, fine spray injectors for improved fuel atomization.
  • New S-DMS engine management system allows the rider to choose from three engine settings to match riding conditions with a handlebar mounted switch
  • Under deceleration the back torque limiting clutch reduces pressure on the clutch plates for smoother downshifting and corner entry
  • New clutch cover and oil pan feature new internal ribs for increased rigidity and reduced engine noise
  • New Idle Speed Control (ISC) system for improved cold starting, consistent idle quality and reduced emissions
  • New high volume Suzuki Advanced Exhaust System (SAES) with an innovative under engine chamber leading to a new large volume muffler with a new distinctly shaped triangular silencer
  • New hydraulic cam chain tensioner automatically adjusts while reducing noise and mechanical losses.
  • New Ignition coil outer diameter is smaller for reduced weight and the starter motor uses new rare earth magnets for a compact lightweight design
  • New 32 bit ECM features 1024 kilobytes of ROM for maximum engine performance working in conjunction with the new S-DMS engine management system


New Chassis

  • The 2008 GSX-R750 features a sharp new look utilizing a bold new headlight design, new angular tail section and compact overall layout
  • New electronically controlled steering damper uses a solenoid valve to move a tapered needle reducing or increasing oil flow to adjust damping force.
  • New lightweight cast aluminum wheels featuring a new angled spoke design for improved rigidity, reduced unsprung weight and improved acceleration
  • New Inverted 41mm Showa cartridge front forks are fully adjustable for high and low speed compression, spring preload, and rebound damping
  • Radial mount four piston front brake calipers works with new thinner 310mm front brake rotors and a revised front brake master cylinder
  • New GSX-R750 fuel tank features an innovative new design and fuel capacity is increased to 17 liters


Engine Features

  • Updated Compact 4-stroke, 4-cylinder, liquid-cooled engine designed for optimum combustion efficiency and maximum power delivery
  • Cylinder head with narrow valve angles creating a compact combustion chamber design, 12.5:1 compression ratio, large intake and exhaust ports for optimum intake and exhaust efficiency and new Iridium spark plugs
  • Lightweight titanium valves with steel alloy springs and aluminum spring retainers operated by thin-wall hollow camshafts to reduce weight and inertia
  • Lightweight forged aluminum alloy pistons with short skirts, cut away sides and an anti-friction surface finish along with shotpeened chrome-moly steel connecting rods for improved strength
  • Crankshaft features forged steel construction and a secondary balancer shaft for reduced vibration at high rpm.
  • Crankshaft and transmission shafts are positioned to create a compact engine design and the engine itself is rotated slightly forward in the chassis allowing for straighter and shorter intake and exhaust ports
  • High capacity large trapezoidal-shaped radiator provide efficient engine cooling – includes compact cooling fan assembly designed for improved air flow
  • SRAD ( Suzuki Ram Air Direct) force feeds cool, pressurized air into the airbox at highway speeds, improving engine efficiency and throttle response


Chassis Features

  • The lightweight frame is built entirely of aluminum alloy castings and is engineered to deliver optimum rigidity, unmatched accuracy and maximum cornering performance.
  • A braced aluminum alloy swingarm features a large 22mm swingarm pivot and is designed for optimum rider feel and maximum rear wheel traction
  • Innovative rear suspension linkage utilizes a forged aluminum alloy link and a forged aluminum link rod that reduces side loads and helps the rear shock absorber move in a smooth arc
  • Showa 41mm aluminum alloy rear shock with a 16mm rod diameter are fully adjustable for high and low speed compression, spring preload and rebound damping for maximum rider control
  • Three way adjustable footpegs now feature die-cast construction and can be moved into three different positions with a 14mm horizontal and vertical range
  • Compact, lightweight instrument cluster features a step motor controlled analog tachometer, LCD speedometer, dual trip meters, clock and a convenient gear position indicator



  • Model Number: GSXR750K8
  • Type: Sportbike


  • Engine: 4-stroke, inline 4-cylinder,liquid-cooled, DOHC
  • Bore & Stroke: 70.0 mm x 48.7 mm
  • Compression Ratio: 12.5 : 1
  • Fuel System: Fuel injection
  • Lubrication: Wet sump
  • Ignition: Fully transistorized
  • Starter: Electric


  • Transmission: 6-speed constant mesh
  • Final Drive: 2.647 (45 / 17)


  • Overall Length: 2,040 mm (80.3 in.)
  • Overall Width: 715 mm (28.1 in.)
  • Overall Height: 1,125 mm (44.3 in.)
  • Seat Height: 810 mm (31.9 in.)
  • Ground Clearance: 130mm (5.1 in.)
  • Wheelbase: 1,400 mm (55.1 in.)
  • Dry Weight: 165 kg (364 lbs.)
  • Fuel Tank Capacity: 17.0 L (4.5 US gal.)


  • Suspension Front: Inverted telescopic, coil spring, oil damped, spring preload fully adjustable, compression damping 2-way fully adjustable, rebound damping fully adjustable
  • Suspension Rear: Link type, coil spring, oil damped, spring preload fully adjustable, compression damping 2-way fully adjustable, rebound damping fully adjustable
  • Brakes Front: Double, Radial mount, 4-piston calipers, 310mm
  • Brakes Rear: Single, 1-piston caliper, 220mm
  • Tires Front: 120/70ZR17M/C (58W), tubeless
  • Tires Rear: 180/55ZR17M/C (73W), tubeless

V-Star 650 Custom Yamaha 2004

Used 2004 Yamaha V Star 650 Custom

$ 2,799.00       6,935 miles

Plus Document fee, Taxes, Title & Registration fees.

For years, 40 cubic inches was a lot of motor. Guess what? It still is, especially when a sweet
overhead-cam 40-inch V-twin powers a bike that doesn’t weight so much. The V Star Classic is
light, maneuverable and ready for you to make it your own.
The V Star 650 Classic features an authentic 40 cubic-inch, air-cooled V-twin. With long, low
styling and lots of chrome, this V Star is ready to impress.
Only the price tag will tell you this machine is a mid-size model. Everything else – the long, low
styling, the authentic 40 cubic-inch V-twin, the painstaking attention to detail – – will just plain
knock you out. Take one for a nice long ride, and you’ll see why. Big on value and good looks, the
V Star 650 Classic punches way above its weight. It’s a champion by unanimous decision.
Yamaha started it all with the first V Star Classic back in 1998 when it began offering this Star
middleweight model. American styling, steel fenders and bodywork, long 64” wheelbase and a
70-degree V-twin engine are the basic features which made a statement almost a decade ago
and which are still going strong now.
Based on the proven Yamaha Virago 535 engine, the V Star (Dragstar in Europe) cylinders were
bored out from 5 mm to 81 mm and stroked from 4 mm to 63 mm, to net a displacement of
649cc. The V Star comes in two models: the custom with a lower seat height 695.96 mm and
slightly less weight, and the classic with a higher seat height of 708.66 mm. The custom is
approximately 500.44 lbs and the classic approximately 4.40 lbs heavier. The American versions
of this bike have a lower HP of 33 @6500 rpm. Reasons for this restricted version may have to
do with American EPA requirements.
The basic V Star Custom takes its styling from Harley’s Fatboy as it features fatter mudguards
than the standard bike and shrouded forks.
With the Honda Aero, the Japanese manufacturer uses the same technique that lead to the
creation of the V Star Classic only that this time we are talking about 750cc. Full sized looks and
750cc performance without the full-sized price tag. Sound like a stretch? Not when you’re talking
about the Honda Shadow Aero. Stunning is one way to describe its long, low, retro styling simply
drenched in chrome from tip to tail and boosting classic valanced fenders, spoked wheels and
five all-new colors. Staggering is another – especially once you see that all this muscular V-twin
style and performance could be yours for a mid-sized price.
The Boulevard C50 has the soul of a classic cruiser combined with V-twin performance that
gives you a charge every time you twist the throttle. The Boulevard C50’s Classic design begins
with the flowing lines of its kicked-out front end and pullback handlebars, which perfectly
complement its teardrop tank, stepped seat and boldly valanced rear fender. These lines, of
course, show off its spacious seating position, which promises a comfortable ride hour after
hour. Down the boulevard or on the open highway, the C50’s V-twin powerplant is engineered for
pure excitement. With strong low-end and mid-range torque, it accelerates hard from just above
idle. Yet, thanks to it advanced engineering, it’s incredibly smooth at highway cruising speeds.
The V Star 650 Classic is all about retro style given by its cool and consecrated lines that
practically define a cruiser. This bike has the talent of making itself look bigger than it actually is
because, of course, when it comes to cruising machines bigger is always better.
The front end creates a beautiful balance between the steel valaced front fender, the solid
looking fork and chromed halogen headlight. This equilibrium is borrowed from its bigger
br , although the single hydraulic disc betrays the big-bike look. Not entirely though,
because many big cruising motorcycles sometimes happen to feature a single front disc brake.
The handlebars are slightly leaned back and offer space for those nice looking chromed mirrors.
Furthermore, the large 4.2-gallon teardrop fuel tank features beautiful speedometer designed
with a large face for easy reading of the information that it provides. The seat height is low in
order to allow shorter people to find their place on this machine and it also fills the gap between
the fuel tank and that steel valanced rear fender.
In order to feature complete classic look, this Star received spoked wheels and lots of chrome
accents that contribute at creating a timeless machine. Let’s not forget industry-leading Star
Family fit and finish which always features lustrous paint and this is no exception.
It is funny how a bike that leads to the creation of a bigger one, now inspires its looks from that
very same model. I am talking about the V Star 650 Classic and V Star 1100 Classic. The first
implements the big-boy look found on the bigger bike. This can be noticed while taking a look to
the cylinders, exhaust and virtually all the elements of which I wrote about.
Test Drive
With the first moment I saw the 2008 V Star 650 Classic, I understood why people sometimes
confuse it with 1000cc motorcycles. The bike simply surprises with its size and you ask yourself
if you didn’t by mistake receive the 1100cc model.
After you clear that thought in your mind, pull out the “choke” knob situated under the left rear
corner of the tank and fire the engine up. You will see how this unit’s response is quick and easy
and how the bike idles smoothly while letting it worm up a little bit in a cold morning.
By this time, you will surely be anxious to give it a go so you will use the low-effort clutch and
snick it into first gear. If you are used to dour machines, the V Star will feel smooth, reliable and
confidence-providing and this is just the start. City traffic will be no problem for this ride as it
shifts precisely and no abrupt feel will be encountered while using the clutch.
I enjoyed pulling away when lights turned green because this was a great opportunity to see the
engine’s pull in the lower gears. Rolling on the throttle in lower gears provides good
acceleration and the engine’s exhaust system makes a good impression also. In my attempt of
detaching from four-wheeled traffic, I noticed that by the time you have to shift to second, all cars
can be seen in the rear view mirrors. Third gear would have finished them off if you decide to be
more gentile with the 650cc engine.
In town, I didn’t considered necessary to shift to fourth gear and that is why I felt necessary to get
it on the highway and see what it really can prove with its V-twin engine.
This Star doesn’t feel short on power until it reaches 70mph. Also, at high engine speeds,
power falls off surprisingly and that is where you realize that no mistakes were made and you
received the right bike. The 649cc air-cooled, SOHC 70-degree V-twin is designed to crank out
torque at low and mid rpm levels and until that time, these will be long gone.
By the time the rider becomes familiar with highway speeds, he will be capable to shift at peak
power, an important part of gathering momentum quickly. Any other situations were proudly
faced by this V-twin fed by two 28mm Mikuni CV carburetor.
Out on the highway, other issues rise up and are well worth considering. An example, especially
on cruisers, is the vibration levels detected by the relaxed rider. Thanks to the V Star’s
counterbalancer, vibrations remain almost nonexistent from around 75 mph, where the grips
start to tingle and the pegs tremble a little. At 85 mph and above, the vibration level is very
significant, blurring the mirrors.
Even though you may detect some vibrations, it is good to take in consideration the fact that this
is a cruiser for the beginner rider at its second evolutionary step so it isn’t quite recommended
to widely open the throttle. It would be best to enjoy the relaxed riding position. The footpegs are
not too far forward positioned so they keep tall riders from feeling cramped and short
motorcyclists from feeling like they have to extend their legs in order to reach the pegs. The
same think with the handlebars.
Another important unit in providing comfort and stability in corners is the suspension. I noticed
that is absorbs small bumps with ease and still manages to keep the bike steady while
cornering. Speed bumps will require you to lift your butt of the seat in order to keep things comfy
and simple.
Also important, but for a mental comfort, is to have good, reliable brakes which only require a
stronger squeeze for more braking power. The same with the foot peg. Just hit it harder and
you’ll soon feel the tires gripping and stopping this overall awesome cruising machine.
The thing with middleweight motorcycles, cruisers included, is that they have to speak through
their price. A manufacturer couldn’t claim that it offers an excellent middleweight package for
somewhere around ten grand let’s say. s have to remain proportionate so as the customer
would make the best choice for him in relation to its pocket.
Star understands that you don’t have to be a heavyweight to express yourself. The way they see
it, this Classic has all the Star quality and strong-running V-twin performance you want and I am
pretty sure that this is your opinion either. It’s up to you to say the rest as I name it a wise mean
of expression yourself.


Engine And Transmission
Displacement: 40-cubic-inch (649cc)
Type: Air-cooled 70-degree V-twin; SOHC, 2 valves per cylinder
Bore x Stroke: 81mm x 63mm
Compression Ratio: 9.0:1
Carburetion: (2) 28mm Mikuni CV carburetors
Ignition: TCI
Transmission: 5-speed; multiplate wet clutch
Final Drive: Shaft
Chassis And Dimensions
Fuel Capacity: Steel; hidden shock
Suspension/Front: Telescopic fork; 5.5-in travel
Suspension/Rear: Single shock; adjustable preload, 3.9-in travel
Brakes/Front: Hydraulic disc, 298mm
Brakes/Rear: 200mm drum
Tires/Front: 130/90-16
Tires/Rear: 170/80-15
Wheels: Laced
Length: 96.5 in
Width: 36.6 in
Height: 43.5 in
Seat Height: 27.9 in
Wheelbase: 64 in
Ground Clearance: 5.7 in
Dry Weight: 505 lb
Fuel Capacity: 4.2 gal
Color: Galaxy Blue; Raven w/Flames
Key Features:
Retro style is even cooler when it’s combined with modern engineering, including an SOHC
air-cooled V-twin and shaft drive.
Rider floorboards, steel fenders, custom looking clear turn signals, lots of chrome, etc – the V
Star Classic represents tremendous cruiser bang for the buck.
Rigid-look frame provides a great ride via a hidden rear shock with 3.9 inches of travel.
Beautifully chromed and polished 40-cubic-inch (649cc) air-cooled, SOHC 70-degree V-twin
cranks out torquey low- and mid-range power with minimal engine rpm – maximum torque is
reached at only 3000 rpm – for powerful, smooth cruising performance.
Wide-ratio five-speed transmission ensures extremely usable, cruiser-friendly power delivery
to the asphalt.
Low-maintenance shaft drive provides quiet, reliable performance.
Two-into-two chrome exhaust pipes create sleek styling and deliver maximum low- and midrange
engine output.


Stout, large-diameter steel frame designed to provide low seat height with ample legroom.
Long, low 64-inch wheelbase adds to rider and passenger comfort and predictable handling.
Stylish heel/toe shifter adds versatility and enhances overall cruising comfort.
Comfortably placed full-size rider floorboards enhance ride by minimizing engine vibration and
Beefy, telescopic front fork with stainless steel covers and 5.5 inches of travel ensures a
smooth ride with stylish durability.
Hardtail-look frame conceals a link-type, preload-adjustable single rear shock with 3.9 inches
of travel for excellent handling and a plush ride.
Single front disc and rear drum brakes deliver strong, confidence-inspiring stopping power.
Wide, retro-style handlebars evoke a classic design with roomy ergonomics for enhanced
rider comfort.
Fat front tire on wire-spoked wheel combines retro styling with solid handling and traction.
Additional Features:
Industry-leading Star family fit and finish features rich, lustrous paint and extensive chrome
accents that create a stunningly timeless machine.
Deeply valanced steel front and rear fenders both durable and unmistakable classic.
Large 4.2-gallon teardrop fuel tank features class-leading fuel capacity for extra long-distance
cruising range.
Beautiful, tank-mounted speedometer designed with a large face for easy reading of
tripmeter/odometer displays and turn signal, neutral, high beam and engine diagnostic indicator
Chrome 60/55-watt halogen headlight adds a nice stylish touch and maximizes nighttime
Maintenance-free 12V 10H battery ensures reliable, no-fuss starting.
Models Available
V Star 650 Classic
This model made the subject of my review so you became familiar with it, read how it behaves,
and most of all how much cash will require. It is also the bike that was first introduced, with the
Custom model right next to it, but let’s read about the other models, too.
V Star 650 Custom
Plenty of attitude in a surprisingly lean and low package, priced to leave more of you to express
yourself with cool Custom Star Accessories. Now there’s no reason to settle for less than a real

Used 2004 Yamaha V Star 650 Custom

$ 2,799.00       6,935 miles

Plus Document fee, Taxes, Title & Registration fees.