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M797 Monster

797 Ducati Monster

Red: $ 9,295*    White $ 9,395*    Dark Stealth:  $ 9,395*

*M.S.R.P (not including Freight, Assembly, Document Fee, service, Tax, Title, License, and Tag)

The new Monster 797 finally brings the iconic Monster spirit and Ducati values within everyone’s reach. Sporty, compact, essential but also sophisticated and contemporary, the Monster 797 provides a gateway to the Ducati world, for those looking for an easy, intuitive ride as well as sheer sports enjoyment.

Every element has been very carefully designed and executed to fully express the Monster spirit. The riding position, chassis and 75 hp Desmodue twin-cylinder engine instil confidence right from the first miles. The Monster 797 is the ideal bike for those seeking carefree enjoyment, on any road and in any situation.

The clean, slim line of the Monster 797 enhances those designer elements that are in fact structural components, such as the trellis frame created as one single piece. An essential but sophisticated bike, where every element expresses a high level of stylistic and technical research while retaining a freshness that makes it easy for anyone to ride.

Dual front brakes with ABS, Pirelli tires and fat Kayaba forks are but some of the features included in what looks to be the closest to an “entry level” ride that the Monster family is ever liable to get. I’ve been eager to take a look at this new ride ever since it was revealed at the Milan show, and what I see so far does not disappoint. Join me while I delve into the details to see what Ducati has in store for us.


DNA from the original “Monster” survives the passage of time from 1992 all the way into 2017 in the new Monster 797. This is very apparent in the tank shape and overall panache, and even the exposed frame hints at the original. A seriously chopped front fender leads the way over a fat front tire with beefy front forks that lends the impression of great strength and there’s a round headlight can that makes yet another connection to the past.

“DNA from the original “Monster” survives the passage of time from 1992 all the way into 2017 in the new Monster 797.”

In spite of the lack of pullback in the bars, the relaxed-jockey footrests and seat position form a rider’s triangle that allows for a relaxed, upright riding posture far removed from the typical sportbike posture. As always with this family, the exposed frame serves as a crucial design element, so it’s no surprise that Duc shoots it in red paint to offset it against the blackout engine components, you know, just in case it was too subtle where it runs uncovered from steering head to subframe.

The flylines are classic Il Mostro as they tumble down to a deep-scoop saddle that sits at only 31.69 inches off the ground, which is good news for the shorter riders out there. The stadium p-pad tapers off to nothing ahead of the minimal rear fender and tag holder, and while that windtunnel-tested ass end makes for a nice, racy touch.

Beyond that, I gotta’ say I’m loving the looks of this new Monster. It’s got the same beefy-yet-wirey look one expects, but the size and displacement make it less intimidating than some of its big brothers.


A Trellis frame pulls double duty as the skeleton that holds it all together and as an aesthetic feature essential to the family look. Tubular-steel members make up the welded assembly with a yoke-style, cast-aluminum swingarm to mount the rear wheel. The swingarm comes in a boomerang shape that not only looks edgy, but the apex serves as a convenient spot to mount the short, coil-over rear shock.

Steering-head geometry trends toward the agile end of the spectrum with a 24-degree rake and 3.54 inches of trail, and the 43 mm, inverted Kayaba forks push the wheelbase out to 56.5 inches. Symmetrical, 17-inch, cast-allow wheels come in a ten-spoke configuration that’s both stylish and lightweight with Pirelli’s Diablo Rosso II tires for the final connection to the pavement. Sachs provides the rear monoshock, and it comes with the courtesy spring-preload adjustment plus adjustable rebound damping. All this makes for a plush ride with 5.12 inches of travel up front and 5.91 inches in back.

Dual, four-pot, Monobloc Brembo calipers bite huge, 320 mm front discs for the buk of the stopping power with a single-pot caliper and 245 mm disc to slow the rear and all-around Bosch 9.1 MP ABS protection as part of the standard equipment package.


Nothing clutters up the look of a naked bike quite like a radiator, but Ducati neatly sidestepped that problem with a good, old-fashioned air-cooled engine. Duc’s Desmodue L-Twin cranks out 50.8 pound-feet of torque at 5,750 RPM backed up by 75 horsepower at 8,250; pretty exciting stuff considering this smallest Monster tips the scales at a mere 425 pounds soaking wet.

Oversquare, the lump runs an 88 mm bore and 66 mm stroke with a total displacement of 803 cc, and of course, Ducati’s signature Desmodromic valvetrain times the two-valve heads. Compression is middle-of-the-range at 11-to-1, so you can count on mid-grade at the least, and maybe even premium to keep it from pinging and dieseling. A pair of 50 mm throttle bodies feeds the Monster’s mill with a 2-into-1 header ahead of the stainless-steel muffler with a catalyst to help it meet Euro 4 emissions standards.

A six-speed transmission crunches the ratios to keep the engine in the powerband and sends power to the rear wheel through a tough, chain final drive. I’m a little surprised at the lack of a slipper clutch and traction control. I mean, I know it’s meant to be a beginner’s bike, and it only packs 800 cubes, but I submit that since the next tier of bikes up from there mostly pack slip-and-assist clutches, I reckon a trainer bike ought to include it as well.


The factory keeps prices just below the $10K mark with a $9,295 sticker on its base “Red” model. Various trim levels are available that can carry the price as high as $9,895, and of course there’s always the accessories catalog to drive it up even further. This first-year run can be had in red, Star White Silk or Dark Stealth.

He Said

“I love the new Monster: unintimidating and accessible. This ride should prove popular with the masses, and was certainly one of the stars of the Milan show a few months ago. Honestly, this is just the kind of sportbike I would buy if I were in the market.”

797 Ducati Monster

Red: $ 9,295*    White $ 9,395*    Dark Stealth:  $ 9,395*

*M.S.R.P (not including Freight, Assembly, Document Fee, service, Tax, Title, License, and Tag)


Engine: L-Twin cylinder, 2 Desmodromically actuated valves per cylinder, air cooled
Displacement: 803 cc (49 cu in)
Bore X stroke: 88 x 66 mm (3.46 x 2.60 in)
Compression ratio: 11,0:1
Power: 55 kW (75 hp) @ 8.250 rpm
Torque: 68.9 Nm (50.8 lb-ft) @ 5,750 rpm
Fuel injection: Electronic fuel injection system, 50 mm throttle bodies
Exhaust: 2-1 system with catalytic converter and 2 lambda probes, single stainless steel muffler with aluminum cover
Gearbox: 6 speed
Primary drive: Straight cut gears; Ratio 1.85:1
Ratio: 1=32/13 2=30/18 3=28/21 4=26/23 5=22/22 6=24/26
Final drive: Chain; Front sprocket Z15; Rear sprocket Z46
Clutch: APTC wet multiplate clutch with mechanical control
Frame: Tubular steel Trellis frame
Front suspension: 43 mm Kayaba USD forkm
Front wheel: 10-spoke light alloy, 3.50″ x 17″
Front tyre: Pirelli Diablo Rosso II 120/70 ZR17
Rear suspension: Sachs monoshock, pre-load and rebound adjustable
Rear wheel: 10-spoke light alloy, 5.50″ x 17″
Rear tyre: Pirelli Diablo Rosso II 180/55 ZR17
Wheel travel (front/rear): 130 mm (5.12 in) – 150 mm (5.91 in)
Front brake: 2 x 320 mm semi-floating discs, radially mounted Brembo Monobloc M4.32 callipers, 4-piston, axial pump with Bosch ABS as standard equipment
Rear brake: 245 mm disc, 1-piston calliper with Bosch ABS as standard equipment
Instrumentation: LCD
Dry weight: 175 (386 lb)
Curb weight: 193 (425lb)
Curb weight (no fuel): 184 kg (406 lb)
Seat height: 805 mm (31.69 in)
Wheelbase: 1,435 mm (56.50 in)
Rake: 24°
Front wheel: trail 90 mm (3.54 in)
Fuel tank capacity: 4.36 gallon (US)
Number of seats: Dual seat
Standard Equipment: Bosch ABS, LED position light and tail light, USB power socket, DMS ready, (Passenger seat cover and windshield on Monster 797+ at additional price)
Warrant: 24 months unlimited mileage

797 Ducati Monster

Red: $ 9,295*    White $ 9,395*    Dark Stealth:  $ 9,395*

*M.S.R.P (not including Freight, Assembly, Document Fee, service, Tax, Title, License, and Tag)

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

939 SuperSport

2017 Ducati Supersport and Supersport S

MSRP: base SuperSport $12,995, and the “S” at $14,795 red: $14,995 white.

The Ducati 939 SuperSport blends comfort with versatility thanks to solutions that make it perfect for everyday road riding – but without ever compromising its sporting spirit. Whichever road you take, the three Riding Modes, ABS brakes, and 8 level traction control, ensure optimized SuperSport control.

It has been four years in the making, but Ducati is finally releasing the revamped Supersport family for the 2017 model year. This range brings sportbikes handling and performance to the table with its race-inspired “Monster” frame and over 100 ponies on tap, but in a package meant to be less intimidating to prospective Ducatisti than some of their, shall we say, spicier models.

The factory touts this new line as “versatile and accessible,” and while the base SuperSport is meant to appeal to riders who want a sportbike that’s a little light on the “sportier aspects,” the “S” model takes on some of the trappings of a proper racebike for a decidedly more sport-tastic nature. Let’s check out what the bike builders in Bologna have in store for us with this newest effort.

SuperSport S

In terms of equipment, the S takes things to another level: even more sport, even more design and more technology to accentuate the sportiest side of the SuperSport. As standard:

  • Ducati Quick Shift up/down
  • Passenger seat cover
  • 48 mm Öhlins fork with TiN coated inner tubes, fully adjustable
  • Öhlins rear shock with integrated gas tank,  fully adjustable


Ducati may have designed this ride to bridge the gap between the laid-back riders and the more spirited ones, but the look is all sport and distinctly Ducati. Head-on, the family sports the “angry alien” headlight arrangement set within the brow of the front fairing that continues down to a fairly typical engine cowl and radiator surround.

The vented fairing peters out midway to the rear offering a tantalizing view of the rear cylinder and just a glimpse of the frame, and the rear end tapers off to nothing with the taillight housing tucked away neatly beneath. Short standoffs mount the rear turn signals, a detail that could certainly be improved upon, but the front turn signals come stashed in the mirror housings and so are about as clean as it gets.

Foot-to-butt orientation places the leg in the sport-typical jockey position, but the handlebars allow for an upright body position which plays a large role in the “relaxed sport” attitude. Both rides come with passenger seating and footrests, but the “S” gets a “P”-pad cover that plays right into its race-tastic panache. Seat height is typical of the genre at 31.9-inches tall.



Weight was a front-burner topic during development and the factory used its tubular Trellis frame as the foundation. The stressed-engine arrangement substitutes the engine for a large portion of the frame, even going so far as to mount the rear shock and subframe on the mill.

Swingarm design is of the single-sided persuasion, and the die-cast aluminum construction does it’s part to keep weight down while leaving an unrestricted view of the rear wheel from the right side. Rake and trail are set up for nimble handling at 24-degrees and 3.6 inches with a 58.2-inch wheelbase.

The siblings differ a bit when we get to the factory’s choices in suspension components. On the base model, a Sachs monoshock works on a progressive link while the front end runs 43 mm Marzocchi usd forks, and both ends come with adjustable preload and rebound damping. The “S” model gets a bit of a suspension upgrade with fully adjustable, usd, 48 mm Ohlins forks and monoshock from same.

Brembo M4-32 Monobloc four-pot opposed-piston calipers bind the pair of 320 mm front discs, and a twin-pot caliper binds the 245 mm rear disc with the Bosch 9MP ABS included with the standard equipment package. Additionally, the ABS comes with three separate maps for varying levels of slip before the system intervenes. Light alloy wheels with triple, Y-shaped spokes mount Pirelli’s Diablo Rosso III tires with a nimble 120/70 up front and 180/55 in back.



Now for the beating heart: the 937 cc Testastretta 11-Degree L-Twin engine. This liquid-cooled mill runs in what most Americans would call a 90-degree “V”, and it sports Ducati’s signature Desmodromic valvetrain that actuates the four-valve heads with push-open and pull-closed cams that preclude the need for valve springs and eliminate valve float at high rpms. The 11-degrees refers to amount of crankshaft rotation that occurs during valve overlap, a feature that keeps emissions low and helps it meet Euro-4 requirements.

Decidedly oversquare, the engine runs a 94 mm bore and 67.5 mm stroke. A pair of 53mm throttle bodies meters the induction via ride-by-wire control that provides the rider with the option of using three separate engine mappings for varied conditions and riding styles. Set to the hottest profile, the mill delivers its full horsepower with a sporty throttle response. In the middle setting, full horsepower is still on tap, but with a progressive delivery that keeps things somewhat relaxed. At the bottom of the scale, power is limited to 75 ponies with a progressive power curve for urban environs and conditions with less-than-stellar traction.

The mill cranks out a maximum of 113 ponies at 9 grand, and 71.3 pounds of grunt at 6,500 rpm, plenty for its 463-pound curb weight, but the smokin’ hot, 12.6-to-1 compression ratio will put you at the premium pump every time. A six-speed transmission crunches the ratios with a slipper-clutch that limits back-torque to prevent wheel hop on aggressive downshifts and also has the happy side-effect of providing a softer pull at the lever.

Much like with the suspension components, the “S” model gets a little something extra in the gearbox with an up/down Quick Shift feature as part of the standard equipment package, but the base model SuperSport has it as an available option. Traditionally, Desmodromic engines are considered high-maintenance items because of the need for frequent valve-lash adjustment, but Duc set a 30,000 mile service interval on the valve-lash adjustment, so routine maintenance no longer eats your lunch.


 (SuperSport S)

MSRP is reasonable with the base SuperSport fetching $12,995, and the “S” model falls just below the $15K mark at $14,795 red: $14,995 white.


Engine: Testastretta 11°, L-Twin cylinder, 4 valve per cylinder, Desmodromic, liquid cooled
Displacement: 937 cm³
Bore X stroke: 94 x 67.5 mm (3.7 x 2.66 in)
Compression ratio: 12.6± 0.5 :1
Power: 83.1 kW (113 hp) @ 9,000 rpm
Torque: 96.7 Nm (71.3 lb-ft) @ 6,500 rpm
Fuel injection: Continental electronic fuel injection system, 53 mm Mikuni throttle bodies with full Ride-by-Wire
Exhaust: Lightweight 2-1-2 system with catalytic converter and two lambda probes. Twin aluminium mufflers
Gearbox: 6 speed
Primary drive: Straight cut gears; Ratio 1.84:1
Ratio: 1=37/15 2=30/17 3=28/20 4=26/22 5=24/23 6=23/24
Final drive: Chain; Front sprocket 15; Rear sprocket 43
Clutch: Wet multiplate clutch mechanically operated, self-servo action on drive, slipper action on over-run
Frame: Tubular steel Trellis frame attached to the chylinders head
Front suspension:
SuperSport: Fully adjustable 43mm (1.7 in) usd Marzocchi forks
SuperSport S: Fully adjustable 48mm (1.9 in) usd Ohlins forks
Front wheel: Y shaped, 3-spoke in light alloy 3.50″ x 17″
Front tyre: Pirelli Diablo Rosso III 120/70 ZR17
Rear Suspension:
SuperSport: Progressive linkage with adjustable Sachs monoshock. Aluminium single-sided swingarm
SuperSport S: Progressive linkage with fully adjustable Ohlins monoshock. Aluminium single-sided swingarm
Rear Wheel: Y shaped, 3-spoke in light alloy 5.50″ x 17″
Rear tyre: Pirelli Diablo Rosso III 180/55 ZR17
Wheel travel (front/rear): 130/144 mm (5.12/5.67 in)
Front brake: 2 x 320 mm (12.6 in) semi-floating discs, radially mounted Monobloc Brembo M4-32 callipers, 4-piston, radial pump with ABS as standard
Rear brake: 245 mm (9.6 in) disc, 2-piston caliper, ABS as standard
Instrumentation: LCD display
Dimensions and Weight:
Dry weight: 184 kg (406 lb)
Kerb weight: 210 kg (463 lb)
Seat height: 810 mm (31.9 in)
Wheelbase: 1478 mm (58.2 in)
Rake: 24°
Front wheel trail: 91 mm (3.6 in)
Fuel tank capacity: 16 l (4.2 US gal)
Number of seats: 2
Standard Equipment:
SuperSport: Riding Modes, Power Modes, Ducati Safety Pack (ABS + DTC), RbW. Ready for anti-theft system
SuperSport S: Riding Modes, Power Modes, Ducati Safety Pack (ABS + DTC), RbW, DQS, seat cover. Ready for anti-theft system
Warranty (months): 24 months unlimited mileage
Maintenance (km/months): 15,000 km (9,000 mi) or 12 months
Valve clearance adjustment (km): 30,000 km (18,000 mi)
Emissions: Euro 4
SuperSport: $12,995 red
SuperSport S: $14,795 red  ;  $14,995 Artic Silk White


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.