Yamaha Blog » Review

2006 Star Roadliner

admin — Thu, 05 Mar 2009 20:19:00 +0000

“The more things change the more they stay the same.”

One could apply this adage to Star Motorcycles’ approach to their latest bike release, the Roadliner. Anyone who is a fan of art deco “streamlining” will immediately see Star’s attempt to reach back in time, at least in terms of styling. As Star’s marketing material says, “It was a design era driven by emotion, not logic.” And they dictate that it’s “Star’s original and unique direction (within the cruiser world).”

If nothing else, Star designers have done an impressive job of staying true to their styling direction. The Roadliner is a very attractive bike and it often garnered looks while stopped at an intersection or parked along the curb. Although color choices and use of the shiney stuff as styling cues are subtle, overall the bike is a pleasure to behold. With swoopy lines, low saddle height and wide, beach-cruiser style handlebars the `Liner certainly harkens to the `30s and `40s eras of motorcycle appearance. Some will probably even make the comparison to Indians of yore.

Coming in three trim levels, the Roadliner, Roadliner Midnight and Roadliner S, Star is vying for your attention whether you like your bikes in chrome or not-so-chrome. The Roadliner model comes in Black Cherry paint with most of its shinny bits polished. The Midnight variation, as you probably guessed it, is essentially all blacked-out. And the Roadliner S comes in either Pearl White or Charcoal/Bronze with all of it’s bling-bling being chrome rather than painted to look chrome or just polished aluminum.

These bikes, as mentioned before, are real lookers. Star spent a lot of time focusing on every detail. For instance, the headlight is not only one large piece of chrome artwork but it also conceals the ignition when not in use by means of a sliding cover. All switchgear wiring is routed through those big, wide handlebars. The mirrors, master cylinders, levers (including foot controls), engine covers, exhaust, pushrod covers, cylinder head covers, cooling fins, signal light stems, handlebar clamp and a number of other items are either polished or chrome, depending on the model. The exception to this flashy dream is the Midnight model, which as mentioned earlier, is draped in black. Simply reading this brief description might have you running for the hills for fear of another chrome monster, but Star was discrete; they put the shine in all the right places. Nothing about this bike is gaudy. “Sophisticated” and “classy” are adjectives that sprin

Another nice feature is the “multi-function meter”, or gauge cluster as most know it. Being all one piece centered on the fuel tank, it’s easy to take a quick glance downward and see how easily you can break the basic speed law while you watch the analog speedometer. The tach and fuel gauge are analog as well. Modern touches are found in the LCD trip meter, fuel trip meter and odometer. And the `Liner has some slickness to operating all these gauges and meters by way of the selector and reset switches mounted “passing switch” style on the forward part of the switchgear housing. Simply flick back and forth through the settings with a touch of your index finger. One final note on the gauge set up: when the night rolls in, the multi function meter will illuminate with a pleasant and soothing blue back light.

The Roadliner’s beauty is more than skin deep. The aluminum frame weighs in at only 37 pounds (claimed) and consists of a total of eight separate pieces. The die-cast aluminum swingarm is ma

de up of just five pieces and weighs 11.8 pounds; weight reduction was definitely on the minds of Star engineers. Said to have “tuned rigidity for great handling”, the frame is definitely not inclined to flex like so many cruiser frames do. Wrapped inside the stout aluminum frame is the heart of the beast: an air-cooled, 113ci (1854cc), four valve pushrod V-twin motor with a bore and stroke of 3.9? x 4.6?. In addition to air cooling, the Roadliner uses a dry sump oil system with “three scavenging points” to assist in keeping the oil cooled, which in turn is said to lead to cooler pistons. Twin counter-rotating balancers were engineered into the motor “to provide optimum `Pulse Character’” as Star puts it. Feeding this voluminous twin is handled by a 3.5 liter, under-the-fuel-tank airbox that gets sucked on by 43mm throttle bodies with 12-hole injectors. Power is put to the ground through a very smooth and quick-shifting five-speed tranny that twists the ponies onto a belt final drive.

When spent gases exit the motor they do so through the “first for a cruiser” EXUP-enhanced exhaust system to emanate one of the best sounding exhaust notes found on an OEM cruiser. The exhaust is a two-into-one unit that is claimed to improve low-to-midrange torque at between 2,500 and 3,000 rpm. A catalytic converter is attached to keep the EPA happy. When the bike is at idle it’s difficult to discern if it’s even running. But blip the throttle or twist it open to get between shifts quicker and you’ll find yourself asking how they were able to get past stringent noise emissions standards. It simply sounds great. As a quick side note, the muffler can be exchanged without removing the EXUP valve.

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2008 Yamaha Street Preview

admin — Sat, 18 Oct 2008 20:15:09 +0000

Fighting for the Yamaha spotlight with the new Star Motorcycles Raider is a revised YZF-R6 sportbike. But the tuning-fork brand has also unveiled two small-bore streetbikes (a supermoto machine and a similar dual-purpose 250), plus a heavily tweaked XT225 that jumps to the status of XT250.

But the big news is the made-over R6. The previous R6 tied for second in MO’s 2006 middleweight shootout behind the Triumph Daytona 675, but it has stiff competition in this class, not least of which is the stellar ’07 Honda CBR600RR. To gain a leg up, the Yamaha screamer has received a myriad of updates to its engine and chassis.

Starting off in the engine room, Yamaha engineers have thrown the R1’s variable intake system at its lil’ bro R6. The Yamaha’s Chip Controlled Intake (YCC-I) varies the length of the intake snorkels depending on rpm to broaden the range of usable power, which is something the peaky R6 really needs. As before, an EXUP exhaust valve works similar magic on the outlet side through a MotoGP-styled titanium muffler. More titanium is found in the intake and exhaust valves, and lightweight magnesium is used for its engine covers. Yamaha claims to have made some 50 refinements to the engine for a reduction of internal friction, including wider crankshaft bearings, and the compression ratio gets a bump from 12.8:1 to 13.1:1.A look at the ’08 bike reveal modestly revised bodywork that is said to offer better aerodynamics. A closer examination exposes an all-new aluminum frame with thicker areas at the steering head and swingarm pivot, but now without a frame crossmember in the search for optimum chassis rigidity. Balancing that out is a new swingarm with additional internal ribbing, with a new forged-aluminum section replacing an extruded-aluminum section. A magnesium subframe that replaces an aluminum component should help pare weight, but this new R6 has a claimed dry weight of 366 pounds, 9 more than claimed for ’07.

Rake (24.0 degrees), trail (3.8 inches) and wheelbase (54.3 inches) remain unchanged for 2008, but a new lower triple clamp and revised outer fork tubes combine with increased fork offset for an intended improvement in front-end feedback. This combines with revised ergonomics that shift the rider and clip-ons forward for a purported benefit in turn-in response. The 41mm fork now has high- and low-speed compression damping adjustments, in addition to rebound and preload, the same available adjustments as the rear shock. Both ends offer a wider range of ride-height adjustments.

The new R6’s front brakes are top-shelf items, boasting forged one-piece radial-mounted calipers biting on a slightly wider 310mm rotors (up from 4.5mm to 5.0mm) via a radial-pump master cylinder.

The other item of note that has changed is the R6’s MSRP. Last year it varied from $9,299 to $9,399 depending on color choices. This year the Team Yamaha Blue, the black Raven and the Liquid Silver models come in at $9,599 and will be available in November. A Cadmium Yellow version with flames will arrive one month later at the lofty price of $9,799. The R6S, which is basically a 2005 R6, is still in Yamaha’s lineup at a reasonable $8,299.

WR250X/WR250R

Here’s one we didn’t see coming. Yamaha has been keeping tabs on the bourgeoning dual-purpose and supermoto categories and has delivered one of each in the 250cc engine class. The WR250X is the supermoto version, fitted with 17-inch street tires front and rear. The WR250R is a street-legal enduro bike. (The dirt-only WR250F remains.)

Both are powered by a “fresh-sheet design” 250cc liquid-cooled DOHC engine. Both are fuel-injected and feature forged-aluminum pistons and lightweight titanium for its intake valves. An ECU-controlled EXUP exhaust valve and an electronic intake control valve help broaden the powerband as much as possible for an engine that produces max power at 10,000 rpm. A first for a Yamaha on/off-road model is the use of a plug-top stick coil for ignition.

A tri-axis arrangement of crankshaft, transmission output shaft and countershaft keeps the engine size tidy, and a wet sump that tucks up between the frame rails reduces the height of the engine. A six-speed gearbox has a wide spread of ratios and shower-type lubrication for street-use durability. Slightly taller final-drive gearing is also better suited for the street. An petite alternator made from rare-earth materials provides the juice to power the EFI and compact street lighting. Don’t bother looking for a kickstarter, as the street-legal WRs fire up only via the magic button.

The double-cradle frames of both bikes are inspired by the YZ and WR off-roaders, using a mix of cast- and forged-aluminum sections plus a steel downtube for the best compromise of strength and rigidity. A new asymmetrical swingarm is part of the package. Triple clamps are a mix of forged-aluminum (lower) and cast-aluminum (upper), and an aluminum steering stem also reduces weight.

The WR250X is a quarter-liter supermoto-inspired machine, so it’s got a bigger front brake and stiffer spring rates in the fully adjustable suspension than the WR250R. They both consist of a 46mm fork with 10.6 inches of travel up front and a rear shock with 10.4 inches of travel. Brakes consist of wave rotors front and rear, with a 298mm front and a 230mm rear.Styling is pure supermoto, with clipped fenders and 17-inch street tires (a 110/70 in front and a 140/70 behind). A narrow midsection is made possible by a small 2.0-gallon steel fuel tank. A “gripper” style seat keeps a rider attached to the bike during 12-o’clock wheelies, and it’s positioned 1.4 inches lower than the WR250R to 35.2 inches. Its narrow width of padding means frequent fills of the tiny tank won’t be objectionable. The compact gauges include info for speed, time and trip length, with no mention of a tachometer. A “measurement mode” allows stopwatch function and a distance-compensating tripmeter.

The 280-pound package will hit dealers in January when it’ll sticker at $5,999.

“Not exactly an enduro, a supermoto or a sportbike, the WR250X is for riders who ride mostly paved surfaces,” reads Yamaha’s PR materials. “Its sibling, the off-road inspired WR250R, is for riders who spend more time in the dirt.”

And this WR-R enduro fills the need for serious off-road players who need street-legal abilities for transferring across public roads. It weighs in 4 pounds less than the WR-X and is distinctive for its use of a smaller front brake rotor (250mm) and off-road tires. It’s also 100 bucks cheaper at $5,899.

XT250

Another contender for your dual-sport dollar is this nicely upgraded XT. The previous XT225 was a meek and mild playbike, but it’s undergone significant tweaks to make it more appealing.

It starts off under the tank where the air-cooled single-overhead-cam Single was bumped up from 223cc to 249cc. A forged piston pumps fuel from a 33mm carb, while a lightened crankshaft allows it to spin up quicker. Starting is electric.

Frame construction is steel, although the XT has a revised design that offers greater rigidity than previous. The suspension is similar to before, but its 36mm fork is a new design with the same 8.9 inches of travel. The only provision for adjustment is to the rear single shock and its rebound damping. Although rear travel is reduced a bit from 7.5 inches to 7.1 inches, ground clearance remains the same 11.2 inches, and an aluminum skid plate takes care of the rest. Providing a seat height of just 31.9 inches will be a real boon to short or unsteady riders.

Agility on tight trails is assured thanks to a generous 51-degree sweep of steering lock and a reasonably short 53.5-inch wheelbase. Brake specs have gone way up, now with a fairly large 245mm front rotor and a 203mm rear disc replacing an old-tech drum brake. DOT-legal knobby tires are a 21-incher up front and an 18-inch rear, both on spoked aluminum wheels.

A new 2.6-gallon gas tank has increased capacity, though California riders must make do with just 2.4 gallons probably because of an evaporative emissions charcoal canister. The instruments consist of a new multifunction LCD panel. For the kind of bike that will probably get dropped a few times, it’s nice to know the turnsignals are fastened to flexible mounts and the shifter and brake pedals will fold rather than break.

You can see the new XT250 at your dealers this month at an MSRP of just $4,399.

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2008 Yamaha Morphous Review

admin — Thu, 18 Sep 2008 20:10:14 +0000

“Well, well! Meet George Jetson!” That’s the first thing I heard when I pulled into The Rock Store on a Sunday afternoon. The Yamaha Morphous didn’t stand a chance at blending in with the arriving cascade of crotch rockets and cruisers.

I wasn’t sure what to expect. What would be everyone’s reaction to this perplexing machine? Would the Morphous receive laughter or loathing from the hordes of ‘real motorcyclists’? We were about to find out.

I pulled her right up front, set her on the center stand and walked away with cameras in hand. The gawkers began to move in. The initial reaction was mostly confusion. “What is this? Who makes this, Yamaha? (After seeing the Yamaha logo) Is this a prototype? When will this come out?” I walked up to field the questions.

It is a Yamaha and the sad thing is that it’s NOT a prototype. The Morphous is actually a production bike that’s been around the USA since September of 2005. I’m not sure if it was the short availability or non-existent advertising that made her such a mystery but she sure was making an impression today. Only two people I talked to had even heard of the Morphous; one was a scooter fan and the other was Jay Leno… and he’s heard of EVERY vehicle.

More people should know about the Morphous. BusinessWeek gave her a “Best of 2005”. She’s very comfortable, especially for riders with a shorter inseam. Her looks definitely do not inspire indifference. If you don’t love her or hate her you are at least totally confused by her.

This is a scooter that should have been marketed to Americans as an ‘automatic motorcycle of the future’, because as a scooter the Morphous is a complete failure. When you tell people that she’s a scooter they will usually respond that it’s too long, too big, or too spacey to be a scooter. Americans tend to associate the word scooter with the image of a Vespa. A scooter should be small, cute and retro. That’s why retro scooters sell so well in America. As a matter of fact, the only place retro scooters sell so well is in America. In Europe and Asia everyone rides more modern looking scooters. If you took a trip to Rome, you’d be hard pressed to find more than a handful of classic Vespas on the road.

So, why would anyone build a scooter that looked like the Yamaha Morphous knowing that it would be such a hard sell in the United States? Because it wasn’t built for the U.S., it was built for Japan and over there the Morphous is a big hit. They love the custom look of the scooter which they call the Maxam. Chrome rectangular mirrors, naked chrome handlebars and, in 2008, a special Dark Violet paint scheme that looks black in the shade, but sort of purple in the light. They love the long; low look too. Remember, Japan is the motherland of the Honda Helix and the new Suzuki Gemma.

No other country produces a low cruiser scooter and when I say ‘low cruiser’, I mean 25.8-inch seat height low. Even tiny 50cc scooters don’t get lower than the 249cc Morphous. She’s also loooong at 93.3 inches. That’s just one inch shorter than a Harley-Davidson Softail Fat Boy. These dimensions make the Morphous better suited for long open roads than tight urban settings. Very smooth cruising, but a battleship to finesse around a parking lot full of motorcycles.

Imagine the Morphous as a 2-wheeled Cadillac from the future. Even the rear end of the Morph draws a design straight from the Cadillac playbook with her u-shaped LED tail light and turn signals surrounding the trunk. Yes, I said trunk. The Morphous is also one of the few scooters that feature a real, car styled trunk. It’s a conversation piece in itself.

The Design

It’s a Yamaha, so the quality is top notch. Even though the Morphous has a pretty short windshield it effectively kept the wind off of my chest when I rode laying back, cruiser style. I could feel the wind stream hitting me just below my chin, so at speeds above 50 mph my half helmet and glasses weren’t enough to feel comfortable. You could go for a full face helmet or an aftermarket windshield if you want more wind protection. A 28-inch aftermarket shield is supposed to keep the wind off of a 5’10” rider or you could just live with the cool, stylish short shield and workout your abs every time you ride.

The paint on the 2008 Morphous is really impressive, though a bit fussy if you like to keep your bike perfectly fingerprint free.

The storage is strangely laid out and a bit inefficient. With a big scooter like the Morphous you’d expect more. You cannot store a full face helmet or a 15-inch laptop under the seat or in the trunk but you could probably fit your half helmet and there’s also a shallow space that looks like you could store a Mac Mini in there. It does have a nice, deep glove box and as stated earlier, there’s the trunk which might fit a half helmet, though I didn’t have one to test.

The Morphous is a real eye catcher in the day, but where she really shines is at night. The LED lighting for the rear indicators looks fabulous and the digital display (speedometer, tachometer, odometer, trip odometer, fuel level and clock), which can be hard to read during the day, gives off a warm, easy to read glow at night. The halogen headlight offers plenty of light. The front indicators are neatly set into the body panels to either side of the windshield, giving her a clean look. I wish they would have inset the front and rear reflectors, but since they aren’t required in Japan they just tack them on for us.

The Ride

I expected the Morphous, being the lowest scooter on the block, would drag around every turn. I couldn’t get her to scrape once, and believe me I tried. The only time she scraped the road was while riding two-up over a speed bump at a local grocery store. I was impressed that the Japanese were able to give the Morphous such a low stance without detracting from her ability to lean. The Morphous is powered by a 249cc, 4-valve, 4-stroke DOHC engine that is capable of 75 mph according to the digital speedo, though people have reported speeds of up to 80-85 mph. Acceleration is adequate though perhaps a bit relaxed. In my tests, we got the Morphous going from 0-60 in 18.41 seconds. Braking is provided by front and rear discs mounted near the 13-inch tires. Overall the Morphous offers a controlled and stable feel thanks to her long wheelbase and low rider center-of-gravity.

Summary

If you are one of the Americans that can love a scooter that does NOT look retro then you might find yourself attracted to this long and low space-aged marvel. If I owned one I’d give her the low-rider custom treatment and with an MSRP of $5,299 I might just do that. If you’ve tried other scooters and have a hard time placing both feet flat on the pavement or if you just like to stand out from the crowd and befuddle onlookers with a custom looking piece of Japanese scooter engineering then you’ve got to give the Morph a try.

Bike Personality Profile - If this machine could have its own personality, summed up in one or two words, what would it be? The Yamaha Morphous is an enigmatic machine.

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