Yamaha virago 1100 review




Yamaha virago 1100 review

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    Read Review · Yamaha VX Not fast but makes me smile! June 20, Read Review · Yamaha Virago Nice Cruiser April

    Since its introduction back in the s, the Yamaha Virago has gone on then check out a pre-owned Yamaha Virago , or

    Yamaha virago 1100 review

    Yamaha virago 1100 review

    Suspension compliance varied from the soft rates of the Virago to the firm settings of the A. Though flywheel weight was also added with the stroke increase for smoother power delivery, the air-cooled, two-valve, oversquare Yamaha still is the most free-revving of the big twins as well as the smoothest. You can usually just leave the transmission in fifth. Hacking a path through the urban jungle is the bike's real forte. By rpm, the handlebar begins to feel like a high-voltage cable; footpegs and seat, and the rider's eyeballs join in around

    Yamaha virago 1100 review

    Yamaha virago 1100 review

    Yamaha virago 1100 review

    Yamaha virago 1100 review

    Yamaha virago 1100 review

    Yamaha XV - Wikipedia

    Before the first Virago hit U. Yamaha slyly skirted the unspeakable by making the Virago a different sort of machine—one that nicked rather than blew away the Milwaukee bull's-eye. It was an immediate success. But once Yamaha's toe was in the door, there was no closing it. Other Japanese factories throbbed their way into America's garages with their own V-engined customs.

    By , Yamaha marketing experts couldn't help noticing the success of Honda's Magna and Shadow s—far closer H-D clones than the Virago.

    Yamaha virago 1100 review

    Buyers responded to the additional flash, and to the more traditional Yankee look. While the Japanese manufacturers were just beginning to open point-blank fire at one another on the sport bike front, many American motorcyclists percent of new bike purchasers in , to be precise—cared little about those machines.

    Of a total , street motorcycles sold in the U. In the Virago's loins were re-girded accordingly. Twin shocks replaced the original Monoshock rear end, footpegs were mounted way up front on the engine cases, twin chrome pipes flowed from the exhaust ports, and a sissy bar sprouted aft of a more stepped seat.

    Yamaha virago 1100 review

    The more American Viragos moved like proverbial hotcakes, and a lesson was learned. Custom cruisers didn't need LCD instrument clusters and sophisticated on-board computers, like the '82 XV Virago had; they needed simplicity, and style, and big throbbing engines. That Virago is still with us today with even more throb. Its original cc displacement was obtained by boring its cc predecessor 3mm larger; and in , a stroke increase pushed displacement to its current cc size.

    Though flywheel weight was also added with the stroke increase for smoother power delivery, the air-cooled, two-valve, oversquare Yamaha still is the most free-revving of the big twins as well as the smoothest. Speaking of rpm, tables turn very fast in the international motorcycle business.

    In sobering contrast to the , customs sold in , the motorcycle industry sold just under 92, last year according a Yamaha official—and a third of those were Harley-Davidsons. The price gap that once made Japanese customs impossible to ignore has all but evaporated. But all big Japanese cruisers are now priced dangerously close to Sportster territory, and Yamaha expects that Harleys will account for fully half of the custom market in the s.

    Yamaha virago 1100 review

    Custom cruisers still accounted for 32 percent of Yamaha's total cycle revenue last year, so there can be no thought of discontinuing the line, but the sagging dollar also renders expensive upgrading unfeasible. This year's Virago differs from last year's in color only. In the Virago's case, that's not a bad thing. Sport-bike riders who sight along their noses at the Virago might be surprised at how well it works on unfamiliar two-lanes.

    Pumping 6 to 8 psi of air into the fork one valve fills both tubes cures its mushiness, and gives reasonable medium-speed Ground Clearance while still allowing amateurs the distinction of peg-dragging and showing off planed heels. You can usually just leave the transmission in fifth. Unexpected decreasing radius curve? Roll off the throttle and chassis attitude barely changes thanks to the stiff rear shocks and pumped-up fork; roll back on when the coast is clear and accelerate smoothly away.



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