V-STAR 1300, 870 MILES SINCE NEW! 2007 YAMAHA VSTAR XVS13 V STAR 1300, PERFECT!

Description

V-STAR 1300 ALMOST NEW 870 MILES! YAMAHA XVS13 V STAR 1300

YAMAHA V-STAR 1300

870 MILES SINCE NEW

2007 PERFECT, INT

2007 YAMAHA V-STAR 1300, VS13 V STAR only 870 miles! VIN: JYAVP24Y17A000893

CONDITION: EXCELLENT, XACTLY LIKE NEW

ENGINE DISPLACEMENT (cc): 1304

ODOMETER: 870 MILES (NOT TYPO, IGHT HUNDRED AND SEVENTY MILES SINCE NEW!)

COLOR: GALAXY BLUE

TITLE: CLEAR

870 MILES SINCE NEW! THIS IS NOT A TYPO, HIS BEAUTIFUL YAMAHA V-STAR 1300 HAS 870 MILES SINCE NEW! - IT LOOKS IT TOO! - LOOKS BRAND NEW!!!
MANY EXTRAS INCLUDED!!!
IT IS PERFECT!

EVERYTHING LIKE NEW.

NO FALLS, O ISSUES, ERFECT, UST LIKE A NEW BIKE!

LOOK AT THE PICTURES. IT LOOKS AS GOOD AS YOU SEE, VERYTHING PRISTINE, PPEARS NEW!!!
RECENT OIL CHANGE AT YAMAHA DEALER.
RUNS PERFECTLY! OPERATES 100% as NEW BIKE!

BONUS EXTRAS INCLUDED IN PURCHASE:
BEAUTIFUL WINDSCREEN (Not tall, ot short, EDIUM - JUST RIGHT HEIGHT!)
DRIVER BACKREST!
PASSENGER BACKREST!
BEAUTIFUL SADDLE BAGS!

DRIVER FOOTREST 3 INCH EXTENSIONS! REALLY GIVES BIKE NICE ERGONOMICS AND LOOKS GREAT!
WHY BUY NEW FOR $12,000 or MORE out the door!
SAVE $5000 off the NEW MSRP out the door price. SAME BIKE WITH ONLY 870 MILES!!! $5000 LESS!

YOU WILL NOT BEAT THIS DEAL!!!
"Yamaha has taken the traditional cruiser into a bold new territory with the eye catching V-Star 1300. Traditional yet modern, lassic yet avant-garde. From the throaty exhaust note to the pulse feel of the fuel injected V-twin engine, he V-Star 1300 offers something we call "sensual performance". The perfect blend of soul stirring power, andling and comfort highlights the Man-Machine relationship which is so important to owner satisfaction."
EMAIL WITH ANY QUESTIONS

BEAUTIFUL, IKE NEW, AMAHA V-STAR 1300, 007

COLOR: BEAUTIFUL DEEP DARK GALAXY BLUE

OPERATES FLAWLESSLY, XACTLY AS NEW, VERYTHING PRISTINE!

THE FOLLOWING EXTRAS ARE INCLUDED:

(EVERYTHING IN PICTURES):

FACTORY PASSENGER SISSY BAR WITH FACTORY LEATHER PAD

FACTORY MEDIUM WINDSHIELD – NOT THE LESS DESIRABLE LARGE ONE

DRIVER BACKREST - REMOVABLE

SADDLEBAGS

DRIVER 3 INCH EXTENDED FOOTREST AND CONTROLS – LOOKS AND WORKS GREAT

LAST FEW PICTURES ARE FACTORY SHOTS OF BIKE WITHOUT ACCESSORIES OR EXTRAS. YAMAHA DEALERSHIP OIL CHANGE AND INSPECTIONS – PERFECT CONDITION!

THIS BIKE IS VIRTUALLY IDENTICAL TO CURRENT MODEL EXCEPT INSTEAD OF MSRP OF $11,290 for basic model, r, 12,390 for Bike with extras you only pay $6990 with ALL EXTRAS! at that price! Difference is 870 miles and model year, hat is it! Also, s a BONUS you get the best color ever which is GALAXY BLUE instead of the current raspberry or silver. Wouldn’t you want to ride GALAXY BLUE instead of Raspberry or Silver?

Clearly from the Star lineage, he new-for-2007 V-Star 1300 brings fresher technology that will serve it in the future.

The only new cruiser motorcycle announced by Yamaha's Star brand for 2007 was the all-new V-Star 1300. Its 1304cc displacement makes it a straight-up competitor for Honda's VTX1300 and gives Yamaha a burlier player in the 1000 to 1350cc range that some cruiser enthusiasts consider a middleweight displacement class. It will come in two versions, ith a touring version joining the straight cruiser As with the Honda 1300, amaha's V-Star 1300 does not displace the existing V-Star 1100 series but simply joins it and adds new choices.

The new V-Star 1300 also reflects the new reality for cruisers. Unlike the rest of Yamaha's recent Star V-twin engine designs, he 1300 uses liquid cooling, hich permits the tight clearances needed to meet more stringent emissions standards. It also has standard fuel injection. The two-into-one exhaust system has a three-way-catalyst to further tidy up its exhaust.

Like the smaller Stars, he new engine uses a chain-driven single overhead camshaft atop each cylinder to operate two 36mm intake and two 32mm exhaust valves through roller rockers. The cylinders have a 60-degree V angle, bout midway between the 48 degrees of the 1700s and the 75 degrees of the 1100s. The forged connecting rods share a single crankpin, nd like Yamaha's 1854cc V-twin engine, he 1300 has dual counterbalancers to keep it smooth.

Yamaha says power is substantially greater than the 1100's, ith an additional 18 horsepower and 19 foot-pounds of torque. The fuel injection employs two 40mm injector bodies. The 100mm-wide forged pistons have 83mm strokes and compress the mixture to a 9.5:1 ratio. The cylinders are chrome lined. A wet, ultiplate clutch passes power to a belt final drive through a five-speed gearbox.

A completely new all-steel cradle-type frame bolts to the engine at four points (including the front cylinder head) for rigidity. A 41mm covered fork performs front-end suspension duties with 5.5 inches of travel, nd a braced, apered swingarm with a single preload-adjustable damper operating through a linkage allows the tubeless 170/70-16 rear tire and seven-spoke cast wheel to swing through 4.5 inches. Up front, 130/90-16 tire resides under a mid-sized fender. Both fenders are steel. Three 298mm brake discs carry the stopping load.

The wheelbase stretches to 66.4 inches, nder a 28-inch-high saddle with a generous-looking passenger section. The tank also has a stretched style. Yamaha avoided making it look too chubby while still offering 4.5 gallons of capacity by using a sub-tank tucked away in the frame. The sub-tank holds the fuel pump. Yamaha calls the tank "seamless," although there is a flange it the front around the frame tunnel. However, he bottom of the tank is clean. So is the top, hich unlike most other Stars, oes not accommodate the instruments. The instrument pod, hich includes an analog speedometer, CD window, iagnostics, nd warning lights (including low fuel and coolant-temperature warnings), ounts atop the handlebar.

Even in a room full of Star motorcycles, potting the V-Star 1300 was easy. Its multi-reflector headlight has a distinct shape, nd the thin chrome strip on the tank--which subtly provides the only brand-identification on the motorcycle with a small "Star" inscription--is different from anything else in the line. The two-into-one exhaust design is also distinctive. The taillight is an LCD-type. Floorboards are standard.

Specifications
2007 Yamaha Star V-Star 1300
Color: GALAXY BLUE
Engine type: Liquid-cooled 60-degree tandem V-twin
Valve arrangement: SOHC; 2 intake, exhaust valves per cylinder
Displacement, ore x stroke: 1304cc, 00 x 83mm
Compression ratio: 9.5:1
Carburetion: EFI, wo 40mm bores
Transmission: 5 speeds
Final drive: Belt
Seat height: 28 in.
Claimed dry weight: 624 Ib (without extras.)
Fuel capacity: 4.9 gal.
Wheelbase: 66.5 in.
Front tire: 130/90-16 tubeless
Rear tire: 170/70-16 tubeless
Front suspension: 41mm stanchions, .3 in. travel
Rear suspension: 1 damper, .3 in. travel, djustment for spring preload

Some review remarks about the Yamaha V-Star 1300:

A loafing V-Twin happily thrums its song below as it transports me gracefully along North Carolina’s splendid Blue Ridge Parkway, ramed by trees whose lush greenery is intermingled with the warm, arthy tones of leaves darkening as autumn closes in at nearly a mile high.

I’m riding past more trees in one minute than I see in Southern California in a year. The elegant fuel tank’s rich paint reflects moving pictures of the surrounding colorful foliage back to the rider, loorboards occasionally skimming the meandering road near Mt. Pisgah in gentle strokes.

My mount for the day is the all-new V-Star 1300, he big-feature cruiser from Star Motorcycles. Cast a long look over the generous flanks of the V13, oting its excellent fit/finish and graceful styling, nd you’ll probably be surprised.

You’ll also probably be surprised to hear that Star terms this substantial cruiser “mid-sized.” With a ready-to-ride weight approaching 700 pounds, his is certainly a huge step up from a Virago 250. But whatever you care to call it, t’s virtually impossible to find a more nicely finished cruiser for under 10 grand.

Star Motorcycles (you can call them Yamaha, he parent company, ut we can’t) hasn’t simply updated its aging air-cooled and shaft-driven V-Star 1100, venerable old warhorse that’s remains in Yama…er, tar’s lineup. Instead you’ll find a 60-degree, -valve, OHC motor with a fairly high 9.5:1 compression ratio for strong torque off the bottom. It gets its 1304cc displacement through an unusually oversquare bore and stroke (100mm x 83mm) for a cruiser.

Star says this new mill boasts a significant 18 lb-ft jump in peak torque and a 13-pony increase over the 75-degree 2-valve motor in the V-Star 1100. With the 1300’s narrower vee angle between cylinders, t’s actually slightly smaller in size than the V11. And the V13 adds modern fuel injection through dual 40mm throttle bodies with 12-hole injectors. Roller rocker arms reduce internal friction, nd strong forged rods are thrown around by a single-pin crank. An easy-to-change spin-on oil filter is fitted instead of the internal filter of the V11 that requires the removal of engine covers.

V-Star’s V-Twin is styled to resemble an air-cooled design but with the added benefit of liquid-cooled architecture. A compact radiator nestled tightly between the steel frame’s downtubes keeps cylinder temps low, ugmented by ceramic cylinder liners. Coolant lines run out of sight under the 4.9-gallon fuel tank that houses some of the fuel in a sub-tank under the seat. Brushed aluminum fins and internal cooling passages help pull off the air-cooled look.

With 1304cc to lean on, he newest Star has no trouble matching or exceeding the Parkway’s prescribed 45-mph speed limit, fitting location of “relaxed twisty backroads” that Star’s market researchers say is the largest usage category for a mid-size cruiser. Power is strong… compared to some comparable cruisers the V-Star motor overpowers them from the midrange on up.

The Star’s crankshaft power ratings of 78 horsepower and 82 lb-ft of torque yields about 70 horsepower and 74 lb-ft of torque at the belt-driven rear wheel. The VTX’s torque peaks at a competitive 72.1 lb-ft, nd it does so at a much earlier 2800 revs as opposed to the V13’s 4000-rpm maximum. It’s up top where the Star really shines, ith as much as a 18-horse margin (our estimate) over the 56.8 ponies of the shaft-driven Honda.

The motor in the V13 is a real gem. Not only is it blessed with smooth throttle reapplication, he engine vibrations are superbly quelled by single-axis, ouble-crankshaft balancers mounted to the left and right of the crank. They cancel high-frequency vibes while retaining a “pulse” feeling V-Twin riders appreciate.

Also aiding highway comfort is much taller gearing than on the V-Star 1100, ith the V13’s overall ratio in fourth gear equaling the ratio of top gear in the V11. I once saw 80 mph in second gear!

Thankfully, he V13’s clutch is very easy to modulate and has a fairly light pull for a cable-actuated unit. It’s 10mm larger with an additional clutch plate as compared to the V11’s. Square-dog gears in the transmission result in smoother shifts through the five-speed ‘box via a heel/toe shifter. Overall, he transmission is above average for a cruiser, ffering fairly smooth and precise shifting.

Wheel control is offered by a 41mm fork with a bump-soothing 5.3 inches of travel. At the rear, linkage-type single shock produces a reasonable 4.3 inches of travel, handy 0.7-inch margin over the VTX’s twin-shock setup. The swingarm, hough steel, s styled in a way that looks like a cast-aluminum unit and is long for good suspension control. Rear preload is the only adjustment on the Soqi shock, nd reducing it by one click to suit my light weight had the desirable effect of increasing rebound damping to acceptable levels. A rider load of 280-plus pounds will need the preload set to its highest position.

The roads surrounding the press launch’s home base in Asheville, C, re mostly of the twisty kind that motorcyclists love, nd here the V-Star proved to be quite capable. With steering geometry not much different from the stable VTX1300 (32.7-degree rake; 145mm of trail), he V13 can be smartly hustled around the sinuous curves of the Great Smokey Mountains with pleasantly neutral handling. As on all cruisers, he limiting factor is ground clearance, eaving enough of a margin for error to not over-tax the stock Bridgestone (or Dunlop) tires in 130/90-16 and 170/70-16 sizes, ront and rear, ounted on seven-spoke cast-aluminum wheels. Its available 36 degrees of lean angle is the same as the V11.

The V-Star’s front brakes have a weak initial bite that many cruiser riders prefer, ut a healthy squeeze reveals the full power of dual twin-piston calipers and 298mm rotors that can howl the front tire. The rear brake, ith a single-piston caliper and same-size disc, s strong and easy to control without lockup.

Star MC created the V-Star 1300 in what it calls a “full-size” chassis to fit larger riders who may have been cramped on the V11; its 66.5-inch wheelbase is nearly 2 inches longer. Compared to the older model, he V13’s seat is 30mm rearward and the bars are 27mm lower, hile the floorboards are in the same location. The seat remains at a reasonably low 28 inches.

It’s true that the 1300 will fit taller riders much better than the V-Star 1100, ut smaller pilots will find it on the large size. The stock handlebar placement was a bit of a reach for my short frame, ut a more comfortable solution was found after rotating the ‘bar rearward.

When it comes to cruisers, he bike ain’t worth nothing if it doesn’t look the part. We think the V-Star pulls off the trick nicely. It at once looks long, ow, leek and classy. It’s led by a cool headlight that Star calls “modern classic,” and the line of the headlight shell is followed by a thin-profile seamless fuel tank with a stretched look. Fenders are “genuine steel,” says Star, nd feature a more dynamic cut than a classic style, dgier and more modern.

Several attractive bits set the Star apart from other bargain cruisers, ncluding the attractive seven-spoke aluminum wheels and matching drive pulley, urvaceous taillight, espoke switchgear, nd a remote meter reset on the handlebar. Its instruments, ramed by a chrome surround, re attractive and easy to read. The handlebar-controlled toggle that switches between the dual tripmeters, lock and fuel count-up tripmeter when the 1.0-gallon reserve is activated is very handy. Also handy are the self-canceling turnsignals, feature that should be included on every high-end bike but aren’t.

The ability to customize a cruiser such as the V-Star is important to consumers. Star reps tell us that customers spend an average of $2300 on accessories, nd two-thirds of that is usually dished out at the time of bike purchase. There’s already 38 new accessories for the V-Star 1300 that should be at dealers the same time as the bikes, ncluding a plethora of T-6061 billet accessories, Comfort Cruise” seats with more resilient foam, nd windshields in three different heights.

Star has also placed the stock two-into-one exhaust’s oxygen sensor in front of the muffler for easy aftermarket slip-on fitment while retaining factory-level throttle response. An accessory muffler is often one of the first mods a rider makes, ut we’re so happy with the burly and pleasantly loud stock exhaust that we think it’s unnecessary. Also, y using the carbon-fiber belt-drive, ustomizers have the ability to more easily fit fat-tire kits and radical suspensions.

The V-Star 1300 is one sweet machine that is going to make a lot of cruiser consumers very happy.

EMAIL ME WITH ANY QUESTIONS.

Also published at eBay.com