Star V Star 1300 Deluxe

So it’s surprising to discover that Star’s new V Star 1300 Deluxe truly has zero competition. There simply isn’t another production, mid-size, quote-unquote bagger out there. Every other semi-dressed tourer on the market features a large-displacement engine, and any bagged bike with an engine in this displacement range has a windshield rather than a fairing and its saddlebags are likely leather – or, if they are hard-molded, leather-wrapped. Star noticed a hole in the façade of Bagger Nation, and this new motorcycle fills it nicely.


Featuring a fork-mounted batwing-style fairing and hard molded, color-matched saddlebags, the V Star 1300 Deluxe is a fully realized bagger whose engine is smaller and lighter than, say, a Street Glide’s or Vaquero’s, but still features plenty of power for the long haul. Further, because it’s in what Star execs referred to as the Casual Full Dress category, it has some, but not all, of the bells and whistles that make up a full dresser, keeping costs down.

Simply put, it’s a bagger that’s accessible to more than just baby boomer males. While it rocks comparable dimensions to the large displacement baggers – its 27.2-inch seat height and 66.5-inch wheelbase put it right up there with the big boys – it feels considerably lighter than any other production bagger on the market, and handles accordingly. And with an MSRP of $13,690, the 2013 V Star 1300 Deluxe costs anywhere from $3400 to $6000 less than any of them.

At first glance, the V Star 1300 Deluxe closely resembles the 1854cc Stratoliner Deluxe that Star has been offering since 2010. For MY2013, however, that bike was put on hold to focus on filling this mid-sized hole in the bagger marketplace.

Like the Strat D, the V Star Deluxe also has speakers and a GPS mounted into its fairing, but unlike its big brother these features are now fully fleshed out. The XM Satellite Radio- and Bluetooth-equipped Garmin Zumo 665 GPS is mounted into the dash, as on a car, and your iPod/iPhone/MP3 player now connects to a jack in the left saddlebag, safe from the elements and prying eyes.

The removable Garmin unit is conveniently high and front-and-center, and is easily actuated with gloved fingers. That’s important, because if you want to utilize the GPS or change the XM station, you need to touch the screen. Obviously, this is a function that should be performed while stopped but, considering the unit’s location directly under the windscreen, it’s not difficult to do while rolling straight and steady.

Unlike some other units we’ve heard, the V Star’s audio system kicks out plenty of crisp, clear sound that’s better, even, than the Stratoliner Deluxe’s. As far as sound quality, this may be the best production stereo this writer has ever enjoyed. Music, voices, and turn-by-turn directions are all easy to hear at highway speeds.

The addition of XM is genius for obvious reasons; owners of the Garmin 665 – and therefore, this motorcycle – would be foolish not to subscribe, if only for its local weather and traffic bands.

As for those highway speeds, Star’s new bagger is a heckuva runner. Its 1304cc V-Twin (same mill that pushes the Stryker) has plenty of pulling power for getting up the onramp and over into the fast lane. Its gears, actuated with a slick heel-toe shifter, are longer in the tooth at the top end than the Stryker’s – ideal for highway cruising and touring. The V-Twin comes up short in only one area. The ratio gap between second and third gears is large enough that neither cog feels ideal for mid-range speeds, especially when climbing a hill. We look forward to seeing how the Vee-Dee performs loaded with luggage and with a passenger on its pillion.

But this midsize bagger isn’t about performance; it’s about comfort and value – two qualities it has in spades. Its saddle is wide and cushy, and its appointments are more than just serviceable. The long floorboards are plenty wide, and the tall windscreen is extremely effective at pushing the elements around the rider’s head and torso. On our hot day test ride, I wished more air would come around it.


My only complaint is a personal nitpick, but because I’m an average-sized guy it’s worth pointing out: the windscreen tops out at just above eye level for this 5’11” rider. I could barely look over it, so more often than not I found myself slouching slightly to look through the Lexan. For a long-haul tour, though, it would be tremendous, and for many of the journalists on our one-day ride, it was fine just the way it is.

With 7.5 gallons of space in each saddlebag, cargo is ported by two of the largest compartments we’ve seen on any bagger; big enough, even, to close around my three-quarter lid while I tried out a new half-helmet.

In its current iteration, the VStar 1300 Deluxe lacks full-dress touring amenities like cruise control and ABS, which helps keep its cost down. But those haven’t been ruled out as optional accessories in the future. In the meantime, more than 130 accessories are available, many cosmetic for personalization and about half of them licensed from noted aftermarket manufacturers like Kuryakyn and Arlen Ness. Also available are backrests and passenger floorboards designed to enhance long-range touring comfort.
To call the V Star 1300 Deluxe the Stratoliner Deluxe’s little brother wouldn’t be far from the truth. Considering the vast improvements made here, don’t be surprised to see the Strat D return in MY14 with a similar dashboard layout. For now, its little brother is a more than capable semi-dressed tourer with the power, handling, technology and visual panache to satisfy any bagger fan. And it’s the only bagger out there with the accessibility in both size and price to attract new bagger fans who always thought themselves too small or too poor to have one of their own. And that’s no exaggeration.

Source : http://www.motorcycle.com/

Star V Star 1300 Deluxe

So it’s surprising to discover that Star’s new V Star 1300 Deluxe truly has zero competition. There simply isn’t another production, mid-size, quote-unquote bagger out there. Every other semi-dressed tourer on the market features a large-displacement engine, and any bagged bike with an engine in this displacement range has a windshield rather than a fairing and its saddlebags are likely leather – or, if they are hard-molded, leather-wrapped. Star noticed a hole in the façade of Bagger Nation, and this new motorcycle fills it nicely.


Featuring a fork-mounted batwing-style fairing and hard molded, color-matched saddlebags, the V Star 1300 Deluxe is a fully realized bagger whose engine is smaller and lighter than, say, a Street Glide’s or Vaquero’s, but still features plenty of power for the long haul. Further, because it’s in what Star execs referred to as the Casual Full Dress category, it has some, but not all, of the bells and whistles that make up a full dresser, keeping costs down.

Simply put, it’s a bagger that’s accessible to more than just baby boomer males. While it rocks comparable dimensions to the large displacement baggers – its 27.2-inch seat height and 66.5-inch wheelbase put it right up there with the big boys – it feels considerably lighter than any other production bagger on the market, and handles accordingly. And with an MSRP of $13,690, the 2013 V Star 1300 Deluxe costs anywhere from $3400 to $6000 less than any of them.

At first glance, the V Star 1300 Deluxe closely resembles the 1854cc Stratoliner Deluxe that Star has been offering since 2010. For MY2013, however, that bike was put on hold to focus on filling this mid-sized hole in the bagger marketplace.

Like the Strat D, the V Star Deluxe also has speakers and a GPS mounted into its fairing, but unlike its big brother these features are now fully fleshed out. The XM Satellite Radio- and Bluetooth-equipped Garmin Zumo 665 GPS is mounted into the dash, as on a car, and your iPod/iPhone/MP3 player now connects to a jack in the left saddlebag, safe from the elements and prying eyes.

The removable Garmin unit is conveniently high and front-and-center, and is easily actuated with gloved fingers. That’s important, because if you want to utilize the GPS or change the XM station, you need to touch the screen. Obviously, this is a function that should be performed while stopped but, considering the unit’s location directly under the windscreen, it’s not difficult to do while rolling straight and steady.

Unlike some other units we’ve heard, the V Star’s audio system kicks out plenty of crisp, clear sound that’s better, even, than the Stratoliner Deluxe’s. As far as sound quality, this may be the best production stereo this writer has ever enjoyed. Music, voices, and turn-by-turn directions are all easy to hear at highway speeds.

The addition of XM is genius for obvious reasons; owners of the Garmin 665 – and therefore, this motorcycle – would be foolish not to subscribe, if only for its local weather and traffic bands.

As for those highway speeds, Star’s new bagger is a heckuva runner. Its 1304cc V-Twin (same mill that pushes the Stryker) has plenty of pulling power for getting up the onramp and over into the fast lane. Its gears, actuated with a slick heel-toe shifter, are longer in the tooth at the top end than the Stryker’s – ideal for highway cruising and touring. The V-Twin comes up short in only one area. The ratio gap between second and third gears is large enough that neither cog feels ideal for mid-range speeds, especially when climbing a hill. We look forward to seeing how the Vee-Dee performs loaded with luggage and with a passenger on its pillion.

But this midsize bagger isn’t about performance; it’s about comfort and value – two qualities it has in spades. Its saddle is wide and cushy, and its appointments are more than just serviceable. The long floorboards are plenty wide, and the tall windscreen is extremely effective at pushing the elements around the rider’s head and torso. On our hot day test ride, I wished more air would come around it.


My only complaint is a personal nitpick, but because I’m an average-sized guy it’s worth pointing out: the windscreen tops out at just above eye level for this 5’11” rider. I could barely look over it, so more often than not I found myself slouching slightly to look through the Lexan. For a long-haul tour, though, it would be tremendous, and for many of the journalists on our one-day ride, it was fine just the way it is.

With 7.5 gallons of space in each saddlebag, cargo is ported by two of the largest compartments we’ve seen on any bagger; big enough, even, to close around my three-quarter lid while I tried out a new half-helmet.

In its current iteration, the VStar 1300 Deluxe lacks full-dress touring amenities like cruise control and ABS, which helps keep its cost down. But those haven’t been ruled out as optional accessories in the future. In the meantime, more than 130 accessories are available, many cosmetic for personalization and about half of them licensed from noted aftermarket manufacturers like Kuryakyn and Arlen Ness. Also available are backrests and passenger floorboards designed to enhance long-range touring comfort.
To call the V Star 1300 Deluxe the Stratoliner Deluxe’s little brother wouldn’t be far from the truth. Considering the vast improvements made here, don’t be surprised to see the Strat D return in MY14 with a similar dashboard layout. For now, its little brother is a more than capable semi-dressed tourer with the power, handling, technology and visual panache to satisfy any bagger fan. And it’s the only bagger out there with the accessibility in both size and price to attract new bagger fans who always thought themselves too small or too poor to have one of their own. And that’s no exaggeration.

Source : http://www.motorcycle.com/

Star V Star 1300 Deluxe

So it’s surprising to discover that Star’s new V Star 1300 Deluxe truly has zero competition. There simply isn’t another production, mid-size, quote-unquote bagger out there. Every other semi-dressed tourer on the market features a large-displacement engine, and any bagged bike with an engine in this displacement range has a windshield rather than a fairing and its saddlebags are likely leather – or, if they are hard-molded, leather-wrapped. Star noticed a hole in the façade of Bagger Nation, and this new motorcycle fills it nicely.


Featuring a fork-mounted batwing-style fairing and hard molded, color-matched saddlebags, the V Star 1300 Deluxe is a fully realized bagger whose engine is smaller and lighter than, say, a Street Glide’s or Vaquero’s, but still features plenty of power for the long haul. Further, because it’s in what Star execs referred to as the Casual Full Dress category, it has some, but not all, of the bells and whistles that make up a full dresser, keeping costs down.

Simply put, it’s a bagger that’s accessible to more than just baby boomer males. While it rocks comparable dimensions to the large displacement baggers – its 27.2-inch seat height and 66.5-inch wheelbase put it right up there with the big boys – it feels considerably lighter than any other production bagger on the market, and handles accordingly. And with an MSRP of $13,690, the 2013 V Star 1300 Deluxe costs anywhere from $3400 to $6000 less than any of them.

At first glance, the V Star 1300 Deluxe closely resembles the 1854cc Stratoliner Deluxe that Star has been offering since 2010. For MY2013, however, that bike was put on hold to focus on filling this mid-sized hole in the bagger marketplace.

Like the Strat D, the V Star Deluxe also has speakers and a GPS mounted into its fairing, but unlike its big brother these features are now fully fleshed out. The XM Satellite Radio- and Bluetooth-equipped Garmin Zumo 665 GPS is mounted into the dash, as on a car, and your iPod/iPhone/MP3 player now connects to a jack in the left saddlebag, safe from the elements and prying eyes.

The removable Garmin unit is conveniently high and front-and-center, and is easily actuated with gloved fingers. That’s important, because if you want to utilize the GPS or change the XM station, you need to touch the screen. Obviously, this is a function that should be performed while stopped but, considering the unit’s location directly under the windscreen, it’s not difficult to do while rolling straight and steady.

Unlike some other units we’ve heard, the V Star’s audio system kicks out plenty of crisp, clear sound that’s better, even, than the Stratoliner Deluxe’s. As far as sound quality, this may be the best production stereo this writer has ever enjoyed. Music, voices, and turn-by-turn directions are all easy to hear at highway speeds.

The addition of XM is genius for obvious reasons; owners of the Garmin 665 – and therefore, this motorcycle – would be foolish not to subscribe, if only for its local weather and traffic bands.

As for those highway speeds, Star’s new bagger is a heckuva runner. Its 1304cc V-Twin (same mill that pushes the Stryker) has plenty of pulling power for getting up the onramp and over into the fast lane. Its gears, actuated with a slick heel-toe shifter, are longer in the tooth at the top end than the Stryker’s – ideal for highway cruising and touring. The V-Twin comes up short in only one area. The ratio gap between second and third gears is large enough that neither cog feels ideal for mid-range speeds, especially when climbing a hill. We look forward to seeing how the Vee-Dee performs loaded with luggage and with a passenger on its pillion.

But this midsize bagger isn’t about performance; it’s about comfort and value – two qualities it has in spades. Its saddle is wide and cushy, and its appointments are more than just serviceable. The long floorboards are plenty wide, and the tall windscreen is extremely effective at pushing the elements around the rider’s head and torso. On our hot day test ride, I wished more air would come around it.


My only complaint is a personal nitpick, but because I’m an average-sized guy it’s worth pointing out: the windscreen tops out at just above eye level for this 5’11” rider. I could barely look over it, so more often than not I found myself slouching slightly to look through the Lexan. For a long-haul tour, though, it would be tremendous, and for many of the journalists on our one-day ride, it was fine just the way it is.

With 7.5 gallons of space in each saddlebag, cargo is ported by two of the largest compartments we’ve seen on any bagger; big enough, even, to close around my three-quarter lid while I tried out a new half-helmet.

In its current iteration, the VStar 1300 Deluxe lacks full-dress touring amenities like cruise control and ABS, which helps keep its cost down. But those haven’t been ruled out as optional accessories in the future. In the meantime, more than 130 accessories are available, many cosmetic for personalization and about half of them licensed from noted aftermarket manufacturers like Kuryakyn and Arlen Ness. Also available are backrests and passenger floorboards designed to enhance long-range touring comfort.
To call the V Star 1300 Deluxe the Stratoliner Deluxe’s little brother wouldn’t be far from the truth. Considering the vast improvements made here, don’t be surprised to see the Strat D return in MY14 with a similar dashboard layout. For now, its little brother is a more than capable semi-dressed tourer with the power, handling, technology and visual panache to satisfy any bagger fan. And it’s the only bagger out there with the accessibility in both size and price to attract new bagger fans who always thought themselves too small or too poor to have one of their own. And that’s no exaggeration.

Source : http://www.motorcycle.com/

Star V Star 1300 Deluxe

So it’s surprising to discover that Star’s new V Star 1300 Deluxe truly has zero competition. There simply isn’t another production, mid-size, quote-unquote bagger out there. Every other semi-dressed tourer on the market features a large-displacement engine, and any bagged bike with an engine in this displacement range has a windshield rather than a fairing and its saddlebags are likely leather – or, if they are hard-molded, leather-wrapped. Star noticed a hole in the façade of Bagger Nation, and this new motorcycle fills it nicely.


Featuring a fork-mounted batwing-style fairing and hard molded, color-matched saddlebags, the V Star 1300 Deluxe is a fully realized bagger whose engine is smaller and lighter than, say, a Street Glide’s or Vaquero’s, but still features plenty of power for the long haul. Further, because it’s in what Star execs referred to as the Casual Full Dress category, it has some, but not all, of the bells and whistles that make up a full dresser, keeping costs down.

Simply put, it’s a bagger that’s accessible to more than just baby boomer males. While it rocks comparable dimensions to the large displacement baggers – its 27.2-inch seat height and 66.5-inch wheelbase put it right up there with the big boys – it feels considerably lighter than any other production bagger on the market, and handles accordingly. And with an MSRP of $13,690, the 2013 V Star 1300 Deluxe costs anywhere from $3400 to $6000 less than any of them.

At first glance, the V Star 1300 Deluxe closely resembles the 1854cc Stratoliner Deluxe that Star has been offering since 2010. For MY2013, however, that bike was put on hold to focus on filling this mid-sized hole in the bagger marketplace.

Like the Strat D, the V Star Deluxe also has speakers and a GPS mounted into its fairing, but unlike its big brother these features are now fully fleshed out. The XM Satellite Radio- and Bluetooth-equipped Garmin Zumo 665 GPS is mounted into the dash, as on a car, and your iPod/iPhone/MP3 player now connects to a jack in the left saddlebag, safe from the elements and prying eyes.

The removable Garmin unit is conveniently high and front-and-center, and is easily actuated with gloved fingers. That’s important, because if you want to utilize the GPS or change the XM station, you need to touch the screen. Obviously, this is a function that should be performed while stopped but, considering the unit’s location directly under the windscreen, it’s not difficult to do while rolling straight and steady.

Unlike some other units we’ve heard, the V Star’s audio system kicks out plenty of crisp, clear sound that’s better, even, than the Stratoliner Deluxe’s. As far as sound quality, this may be the best production stereo this writer has ever enjoyed. Music, voices, and turn-by-turn directions are all easy to hear at highway speeds.

The addition of XM is genius for obvious reasons; owners of the Garmin 665 – and therefore, this motorcycle – would be foolish not to subscribe, if only for its local weather and traffic bands.

As for those highway speeds, Star’s new bagger is a heckuva runner. Its 1304cc V-Twin (same mill that pushes the Stryker) has plenty of pulling power for getting up the onramp and over into the fast lane. Its gears, actuated with a slick heel-toe shifter, are longer in the tooth at the top end than the Stryker’s – ideal for highway cruising and touring. The V-Twin comes up short in only one area. The ratio gap between second and third gears is large enough that neither cog feels ideal for mid-range speeds, especially when climbing a hill. We look forward to seeing how the Vee-Dee performs loaded with luggage and with a passenger on its pillion.

But this midsize bagger isn’t about performance; it’s about comfort and value – two qualities it has in spades. Its saddle is wide and cushy, and its appointments are more than just serviceable. The long floorboards are plenty wide, and the tall windscreen is extremely effective at pushing the elements around the rider’s head and torso. On our hot day test ride, I wished more air would come around it.


My only complaint is a personal nitpick, but because I’m an average-sized guy it’s worth pointing out: the windscreen tops out at just above eye level for this 5’11” rider. I could barely look over it, so more often than not I found myself slouching slightly to look through the Lexan. For a long-haul tour, though, it would be tremendous, and for many of the journalists on our one-day ride, it was fine just the way it is.

With 7.5 gallons of space in each saddlebag, cargo is ported by two of the largest compartments we’ve seen on any bagger; big enough, even, to close around my three-quarter lid while I tried out a new half-helmet.

In its current iteration, the VStar 1300 Deluxe lacks full-dress touring amenities like cruise control and ABS, which helps keep its cost down. But those haven’t been ruled out as optional accessories in the future. In the meantime, more than 130 accessories are available, many cosmetic for personalization and about half of them licensed from noted aftermarket manufacturers like Kuryakyn and Arlen Ness. Also available are backrests and passenger floorboards designed to enhance long-range touring comfort.
To call the V Star 1300 Deluxe the Stratoliner Deluxe’s little brother wouldn’t be far from the truth. Considering the vast improvements made here, don’t be surprised to see the Strat D return in MY14 with a similar dashboard layout. For now, its little brother is a more than capable semi-dressed tourer with the power, handling, technology and visual panache to satisfy any bagger fan. And it’s the only bagger out there with the accessibility in both size and price to attract new bagger fans who always thought themselves too small or too poor to have one of their own. And that’s no exaggeration.

Source : http://www.motorcycle.com/

Reasons To Choose A Japan Imported Car Over An American One

Not too long ago, the words “auto manufacturer” meant dealing with the “Big Three” – the American manufacturing companies like General Motors, Chrysler and Ford. Everyone bought their cars and they were clearly industry leaders – powerful companies that ranked high in customer satisfaction, made quality vehicles and were the most popular cars to own. Times have definitely changed. Not only are the “Big Three” not as powerful as they once were, they have lost the loyalty of so many Americans who now look toward other manufacturers for better value and better prices, even if it means ignoring American pride and going after imported cars instead. Check out the list we’ve compiled for you below from Alljapantours.com.

When I think of importing a vehicle from, say, Japan, I’m not talking about those that are really made in the U.S.A. – cars like Toyotas, Hondas or Nissans. I mean an actual imported vehicle that comes from Japan and is shipped overseas through the efforts of an automobile exporter.

I have several reasons why I think these imported autos from Japan are better than those made here in the U.S. One big reason is the exchange rate. It’s more attractive financially to obtain a car directly from Japan, even when you include the extra fees and monies you pay for shipping and taxes. It’s simply cheaper to buy a car directly from Japan than it is to buy a similar car made in the U.S. In addition, I can afford a much nicer car if I buy straight from Asia. The price difference can be in the range of thousands.

If I am in the market for a used car, I’ll get a better deal from those shipped over from Japan. The Japanese car owners don’t rely on their vehicles on a daily basis like we do in the U.S. They use scooters, public transportation or simply walk instead of using their cars. Often, Japanese cars are saved for weekend trips so they aren’t like these high-mileage used cars you’ll find here. I can buy a car from Japan that is several years’ old, pay a reasonable price and I won’t be looking at inheriting a steep mileage on the car. What’s more, you won’t find many of these models made in the United States so their rarity makes them far more special than your average “foreign car”.

When I initially thought of the idea, I didn’t think it would be worth the extra hassle and I wasn’t sure how much extra it would cost to directly import and ship a Japanese vehicle. I thought it would take forever and I didn’t know if I could trust any of the importers. Finally, I did my homework and found an exporter that I felt comfortable with and who had a decent reputation. Once I discovered it wasn’t that big of a deal, I made the leap and bought an automobile I liked. It took a while to be shipped overseas, but my efforts were rewarded with a car I truly liked.

My personal advice is to dump the usual set of cars made here in the U.S. and think about buying an import from Japan that is reasonably priced and in good condition. Check out Alljapantours.

Imola 200 Revival: Reliving Ducati's Greatest Day

2012 was both the 40th anniversary of the first Imola 200 and the 40th anniversary of the first-ever race victory by a Ducati desmo V-twin. The design made its racing debut in the 1972 Imola race, which it dominated with rider Paul Smart narrowly leading factory teammate Bruno Spaggiari, on an identical bike, across the line for a 1-2 finish.

A sunny weekend on Sept. 22-23, 2012, in Italy’s Emilia Romagna region saw the third running of the Imola 200 Miglia Revival, with more than 400 classic race bikes taking part. A celebration of the historic 200-mile “Daytona of Europe” road race that was held annually from 1972 to 1984 on the 3.05-mile Autodromo Enzo e Dino Ferrari track on the outskirts of Imola, the Revival event was organized by Christian Jupsin’s DG Sport organization, which also produces the annual Bikers’ Classic nostalgia-fest held each July at Belgium’s legendary Spa-Francorchamps circuit.

Ducati’s two works riders were reunited at the 2012 Imola Revival, where they were joined by Fredmano Spairani, the man who back in 1972 set the Bologna brand on its way to becoming the modern era’s predominant European sporting marque. Race-winner Smart led a huge array of classic race bikes — many of them Ducatis — in a series of 20 minute parades recalling the 13-year running of the Imola 200. MC

Source : http://www.motorcycleclassics.com/ 

Ducati patents frameless roadbike

Last year when we did an extensive feature on Ducati’s motogp carbon fibre semi-monocoque frame, we lauded its groundbreaking technology. Though Casey Stoner’s illness prevented the Desmosedici GP9 from challenging for the title, four wins showed it to be worth our plaudits. Now it seems Ducati is so pleased with its handiwork that the semi-monocoque design looks set to replace Ducati’s trademark trellis frame on its road bikes in the future too.

A recent patent application designed to protect Ducati’s GP9 and GP10 design which uses a structural airbox to bolt the steering head to the engine at the front of the motor, and to the sub-frame and swinging arm at the rear. The patent includes several references to roadbikes and production which clearly indicate that the design will be used on roadbikes in the future.

The main benefits of the frame are lower weight (a saving of at least five kilograms is envisaged over the existing road bike frames), greater rigidity, and greater design freedom.



The patent application can be found here.

Source : http://www.gizmag.com/ - By : Gizmag Team