0 2011 yamaha v star 250 Review 2010 2011 yamaha v star 250 Specification 2010 2011 yamaha v star 250 +babes picture 1, pic 2, pic 3, pic 4, 2010 New 2010 2011 yamaha v star 250 Specs, 2010 New 2010 2011 yamaha v star 250 Features , Specification 2010 New 2010 2011 yamaha v star 250 Spy Shoot, 2010 2010 2011 yamaha v star 250 , 2010 New 2010 2011 yamaha v star 250 , 2010 New 2010 2011 yamaha v star 250 , 2010 2010 2011 yamaha v star 250 , 2010 2010 2011 yamaha v star 250 Wallpaper, 2010 2010 2011 yamaha v star 250 Tune, 2010 New 2010 2011 yamaha v star 250 Road Test, 2010 New 2010 2011 yamaha v star 250 price list, 2010 New 2010 2011 yamaha v star 250 overview 2010 2011 yamaha v star 250 Tuning 2010 2011 yamaha v star 250 Accecoriesnot that it's not a decent enough bike, but given the changes in the last 20 years or so, I'd like to see something new. just out of curiosity, how was the ninja 250 doing (compared to the recent 250cc class domination) before the refresh? not so well, I'm guessing, as I see recent models on the street 10:1 compared to the last one. same with the ninja 650r (on a smaller scale) at some point a company has to bite the bullet and put a little work into a model to gain, regain, or hold on to a riders interest. even harley has reworked it's motors, styling, features, and frames many times since the virago 250 came out. and in "bigger is better" america, why not bump the displacement just a little to make it more highway capable? it's just a sleeved down 400 motor... Small bikes invite a slagging because, well, they’re small and not terribly exciting. Yet test riding the Star drove home the point that you don’t need pornographic displacement and horsepower numbers to have a good time on the road. The V Star 250 still delivers grins under the helmet and does a fantastic job as an unintimidating, entry-level mount. While it’s not going to turn everyone’s crank, the V Star 250 does what it’s designed to do, and it does it quite well. A single 26mm Mikuni carb feeds fuel to the air-cooled V Star engine, and liberal use of the choke lever, located on the left hand controls, is a must on cold starts. Thumb the electric starter and the 250 manages city streets quite well, once it shakes off its wake-up call. Two-valve heads top cylinders with a 49mm bore by 66mm stroke, the compression ratio an even 10:1. Dyno runs show a modest peak of 18 horsepower and 13.8 lb-ft of torque. So while the Star ain’t going to win many drag races (see sidebar), it does produce manageable, newbie-friendly power.
Lightweight at 327lbs fully-fueled the V Star 250 is quite easy to ride, with a low, inviting 27-inch seat height.
Acceleration is brisk enough to navigate helter-skelter city traffic, with smooth throttle and fueling ensuring the hamfisted newb won’t get frustrated with herky-jerky inputs. The Star’s little motor can rattle up to 55mph without trouble. After that, climbing up to 70-ish and beyond is possible, making it freeway capable in a pinch, but it takes a long time rung out to get around something like a 65mph-bound semi. Daily superslab work is just over its head, in our opinion, at least for carting around our 205 lbs. However, its near-70 mpg efficiency makes for a quick, reliable commuter on surface streets or tamer highway speeds.
A five-speed transmission gets the job done, though the clutch engages at the very end of the lever, an odd trait for a beginner mount. Neutral also proved sticky or hard to find, at times, with the left shifter pedal still pressing down in spite of being in first gear.
As far as brakes are concerned, the single 282mm disc/two-piston caliper front and rear drum aren’t overpowering, but they get the lightweight machinery stopped. It’s almost unfair to compare the V Star to its bigger, high-performance kin, but we would have liked more bite, as the front in particular required a hefty squeeze. That said, stomp the rear pedal, strangle the right-hand lever and things slow down quick.
It may not win many drag races, but the little V Star will still get you out on your favorite backroads - in our case up in the woods here in scenic Southern Oregon.The V Star’s diminutive size and ergonomics tailor to the smaller statured, a big potential selling point. Dropping a heavy bike is a real dilemma for experienced and beginner riders alike, so tipping the scales at 327 lbs fully fueled a tipped over V Star represents a far less daunting challenge than the 700-plus lbs of many larger displacement cruisers. Another high point, the low 27-inch seat height makes reach to the ground simple for all but the most vertically challenge.
Lightweight at 327lbs fully-fueled the V Star 250 is quite easy to ride, with a low, inviting 27-inch seat height.
Acceleration is brisk enough to navigate helter-skelter city traffic, with smooth throttle and fueling ensuring the hamfisted newb won’t get frustrated with herky-jerky inputs. The Star’s little motor can rattle up to 55mph without trouble. After that, climbing up to 70-ish and beyond is possible, making it freeway capable in a pinch, but it takes a long time rung out to get around something like a 65mph-bound semi. Daily superslab work is just over its head, in our opinion, at least for carting around our 205 lbs. However, its near-70 mpg efficiency makes for a quick, reliable commuter on surface streets or tamer highway speeds.
A five-speed transmission gets the job done, though the clutch engages at the very end of the lever, an odd trait for a beginner mount. Neutral also proved sticky or hard to find, at times, with the left shifter pedal still pressing down in spite of being in first gear.
As far as brakes are concerned, the single 282mm disc/two-piston caliper front and rear drum aren’t overpowering, but they get the lightweight machinery stopped. It’s almost unfair to compare the V Star to its bigger, high-performance kin, but we would have liked more bite, as the front in particular required a hefty squeeze. That said, stomp the rear pedal, strangle the right-hand lever and things slow down quick.
It may not win many drag races, but the little V Star will still get you out on your favorite backroads - in our case up in the woods here in scenic Southern Oregon.The V Star’s diminutive size and ergonomics tailor to the smaller statured, a big potential selling point. Dropping a heavy bike is a real dilemma for experienced and beginner riders alike, so tipping the scales at 327 lbs fully fueled a tipped over V Star represents a far less daunting challenge than the 700-plus lbs of many larger displacement cruisers. Another high point, the low 27-inch seat height makes reach to the ground simple for all but the most vertically challenge.
No comments:
Post a Comment