Yamaha XVS 1300 Midnight Star (V-Star 1300) - a typical cruiser of the beginning of the century

Appearance

The Yamaha XVS 1300 Midnight Star looks typical of the beginning of the century. Long frame, elongated headlight, cast inconspicuous wheel rims. Chrome elements, of course, are present, but not in such numbers as in the classics of the last century. Perhaps this is the right decision, stylistically competent.

Today's cruisers tend to be more impressive with their frames than their interiors. Therefore, the excessive shine of the latter would be slightly inappropriate. The original cherry color suits the bike perfectly, but other color options look good too. Some may think that the steering wheel is too tilted towards the driver, but this does not spoil the aesthetic appearance of the car.

Brief history of the model

2007 - start of production and sales of the Yamaha XVS 1300 model series. Model: Yamaha Midnight Star / V-Star 1300, Yamaha V-Star 1300 Tourer (Europe, North America). Factory designation: XVS13AW – V-Star 1300, XVS13CTW – V-Star 1300 Tourer.

2008 - no significant changes. Model: Yamaha Midnight Star / V-Star 1300, Yamaha V-Star 1300 Tourer (Europe, North America). Factory designation: XVS13AX – V-Star 1300, XVS13CTX – V-Star 1300 Tourer.

2009 - no significant changes. Model: Yamaha Midnight Star / V-Star 1300, Yamaha V-Star 1300 Tourer (Europe, North America). Factory designation: XVS13AY – V-Star 1300, XVS13CTY – V-Star 1300 Tourer.

2010 - Only the Tourer version is produced. Model: Yamaha V-Star 1300 Tourer (Europe, North America). Factory designation: XVS13CTZ – V-Star 1300 Tourer.

2011 - appearance of the Stryker modification. Model: Yamaha Midnight Star / V-Star 1300, Yamaha V-Star 1300 Tourer, Yamaha XVS1300 Custom (Stryker) (Europe, North America). Factory designation: XVS13AA – V-Star 1300, XVS13CTA – V-Star 1300 Tourer, XVS13CA – Stryker.

2012 - no significant changes. Model: Yamaha Midnight Star / V-Star 1300, Yamaha V-Star 1300 Tourer, Yamaha XVS1300 Custom (Stryker) (Europe, North America). Factory designation: XVS13AB – V-Star 1300, XVS13CTB – V-Star 1300 Tourer, XVS13CB – Stryker.

2013 - appearance of the Deluxe modification. Model: Yamaha Midnight Star / V-Star 1300, Yamaha V-Star 1300 Tourer, Yamaha XVS1300 Custom (Stryker), Yamaha XVS1300 V-Star Deluxe (Europe, North America). Factory designation: XVS13AD – V-Star 1300, XVS13CTD / XVS13CTFD – V-Star 1300 Tourer, XVS13CD – Stryker, XVS13BGD – V-Star 1300 Deluxe.

2014 - Deluxe version is temporarily discontinued. Model: Yamaha Midnight Star / V-Star 1300, Yamaha V-Star 1300 Tourer, Yamaha XVS1300 Custom (Stryker) (Europe, North America). Factory designation: XVS13AE – V-Star 1300, XVS13CTE / XVS13CTFE – V-Star 1300 Tourer, XVS13CE – Stryker.

2015 - The XVS1300 model disappears from the European market. The Deluxe version is being produced again. The appearance of the Stryker Bullet Cowl modification. Model: Yamaha V-Star 1300, Yamaha V-Star 1300 Tourer, Yamaha Stryker, Yamaha Stryker Bullet Cowl, Yamaha XVS1300 V-Star Deluxe (North America). Factory designation: XVS13AF – V-Star 1300, XVS13CTF / XVS13CTFF – V-Star 1300 Tourer, XVS13CF – Stryker, XVS13BGF – V-Star 1300 Deluxe.

2016 - The regular V-Star 1300 is no longer offered. Model: Yamaha V-Star 1300 Tourer, Yamaha Stryker (+Stryker Bullet Cowl), XVS1300 V-Star Deluxe (North America). Factory designation: XVS13CTG – V-Star 1300 Tourer, XVS13CG – Stryker, XVS13BGG – V-Star 1300 Deluxe.

2017 - no significant changes. The Stryker Bullet Cowl version is no longer offered. Model: Yamaha V-Star 1300 Tourer, Yamaha Stryker, XVS1300 V-Star Deluxe (North America). Factory designation: XVS13CTH – V-Star 1300 Tourer, XVS13CH – Stryker, XVS13BGH – V-Star 1300 Deluxe.

Comfort

Due to the close steering wheel, this cruiser is comfortable to drive even for people of relatively short stature. However, for a comfortable ride in any case, sufficient physical strength is required. Even just driving this bike along the road requires a lot of effort. This is a cruiser, and its dimensions are appropriate.

Riding with a passenger is convenient, but not very safe. The passenger seat has no backrest. So if a person is not used to driving second in such cars, you should not take him with you. The model's handling on the road is typical for a representative of the class. As for the maximum speed, it is perhaps even too high for a cruiser. The same goes for acceleration to 100.

Afterword

When I came back, there was only a place to put it with the long-familiar “Cat” (Yamaha Thundercat). It's called feel the difference. I couldn't resist taking a photo.

Since the owner (Jeroen, goll “Jeroen”) turned out to be quite an adequate comrade, I chatted a little “for life”. It turned out that, unlike the same BMW, he buys demo motorcycles himself, Yamaha only sponsors a little, but, according to him, he himself can ride whatever he wants :). In addition, he was very proud of the fact that no one else had Custom as a demo.

After the conversations, I was immediately offered a small discount if I wanted to take it, but I did not make unreasonable promises, but simply said that I would think about it. And there is something to think about!

Then I hung out a little more - looked at Rukka clothes on sale, which in the end cost me quite a round sum, but still significantly less than the original. But more on that separately.

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Dimensions and weight

The car is large in size, perhaps one of the largest in its class today. And most likely, it will remain so, because further increasing the size of cruisers is simply dangerous. It would be very difficult to control such giants. And this model does not go beyond the limits yet, although if you compare it with road motorcycles, it seems huge. Not to mention a sportbike or cross-country motorcycle.

Dimensions:

• tank – 19 l;
• ground clearance - 145 mm;
• curb weight – 303 kg;
• height – 1115 mm;
• width – 980 mm;
• length – 2490 mm;
• seat height – 715 mm.

The model may not be very suitable for many roads in the post-Soviet space. But if the track is of high quality, then there should be no problems. Fortunately, the ground clearance is not so small. Be that as it may, you shouldn’t accelerate too much in such a car, even if the road is perfectly flat. This is too heavy and poorly controlled equipment for this.

Competitors

Honda CTX 1300.

Kawasaki VN 1700 Vulcan.

Apart from the own stripped-down development of the Tour Deluxe, the following models were competitors in the Yamaha Royal Star Venture tourist class.

Honda CTX1300 . Among the features:

• upside-down fork and two shock absorbers at the rear;
• combi-brakes and ABS;
• traction control.

Smaller tank and engine capacity, injector, Started in 2014, ended in 2021.

Honda VTX1300T . Had:

• 2-cylinder;
• 6 valves (3 per cylinder)
• more than 1300 cubes;
• 6-speed gearbox.

Modification T had platforms for legs, side trunks, and a backrest for the second number. Started in 2008, ended in 2009.

the Kawasaki VN 1700 Vulcan is also sometimes included in the comparison . But:

• engine of a different cubic capacity;
• own fuel supply system;
• belt main drive.

And there is a lot of confusion in the modifications - pure, only with a rear case, only with a back, only with side cases (leather) they put it in a different class.

It’s interesting that none of the competitors dared to use such an original and convenient solution instead of a standard saddle. In all presented models, the second number is offered a perch on the rear wing.

Specifications

The car's parameters are impressive. This is a productive and technologically advanced motorcycle, and at the same time it does not have such high fuel consumption. However, you have to pay well for such properties. Even a used bike will cost no less than 300 thousand Russian rubles, not to mention a new one. But it’s better to take the car not from your hands, but from the showroom, taking into account how much it costs to purchase spare parts in case repairs are required.

The brakes are good, as is the suspension. But there is nothing extraordinary in the chassis. As a cruiser of the twenty-first century should have, the drive here is belt driven. This means that when switching from one gear to another, there will be no unpleasant sounds that would certainly occur if the model had a cardan or chain.

General impression

Landing

The first thing you understand when “throwing your leg up” is that you shouldn’t try too hard to lift your leg. If on the Sibikh I regularly touch the seat (which, unfortunately, leaves marks after that), then here I can simply step over without straining at all and without swearing at the lack of stretching. At the same time, my feet are on the ground comfortably; for some reason I expected it to be “under the chin” - but no. At the same time, the arms are neither raised nor spread out like on off-road vehicles (adventure cars). It’s nice that there are no complaints about the stock steering wheel - after sitting on a regular XVS with the stock “deer antlers”, I got the impression that after an hour I would have to set my hands in the opposite direction, the handles turned out to be so curved, i.e. if we consider a regular one, then change the steering wheel right away :(. By the way, on the TDM I also had a problem - clearly the calculation was for comrades with narrower shoulders, but I had to shrink in order to “fit” into the landing intended by the designers. In general, I liked it, but you need to get used to it. It’s cool that even riding at 30-40 km/h is not at all shameful, but you can just look around. On another motorcycle I would have been eager to overtake all the cyclists I came across, but here it’s quite normal to “puff” after them .

In general, visibility is ok, there is a headlight in front, a speedometer above it and somewhere there is a wheel, which you notice by the flickering shadow of the cast “spokes”. By the way, firstly, the wheel “live” turned out to be not at all as thin as it seems in stylized photographs, and secondly, the light of the headlight seemed quite dim, even if you look straight into it. On "Sibikh" the light is stronger. Conclusion - the horse should spend the night in the “stable” and not ride in the dark. The mirrors performed well, but only after I somehow adjusted them on the fly on the “eleventh” attempt. For some reason they simply looked “into nowhere.” Obviously, before me, the spendthrift was standing motionless with his ears folded. Due to the fact that the bike was completely new, the mirrors moved very slowly, but in the end I overcame them. No “treacherous trembling” was noticed in them, which was quite a pleasant surprise.

We remove the far-reclining kickstand (on it the motorcycle imposingly “lies” on its side like a big fat lazy cat - I just couldn’t resist the analogy :)), we start it and move off. The first confusion is where are the running boards? Having turned the throttle a little (it’s pleasant - a slight rumbling sound, but it doesn’t jerk), I try to remove my legs, but... where?? I begin to “feel” with my legs in front and at some point I feel my legs. Wow. I’m already used to the fact that my legs “go” down, but here they “rush” forward! Hmm, it’s a matter of habit, but the first couple of stops I was specifically looking for where to put my feet. At the same time, my legs didn’t relax much; I was able to relax a little only once, by resting my back against the transition from the driver’s to the passenger’s seat and my feet on the footrests. It is doubtful that this can last long. Let's consider it a matter of habit. In the meantime, we are moving and regularly trying to overcome the pain in the ligaments from tension.

This day I needed a backpack (Boblbee, certified as a back protector) and I went with it on my back. The XVS1300 Custom was the first bike that I felt uncomfortable riding with a backpack. There was simply no room for him! As a result, for most of the road the backpack “sat” in the passenger’s seat, which had a positive effect - it did not float in the back. But generally speaking, there is clearly nothing to do with this type of backpack (or even a large backpack) on the Custom!

In conclusion, about the landing - I was wondering how the passenger would feel. To be honest, it doesn’t matter :(. I tried to “perch” on this “nest” and my knees ached easily, protesting from such a bending angle. Probably, if the height is up to 140 and not for long, then it’s okay, but the ergonomics clearly suffer. The motorcycle is designed for an individualist. For two people, you need to take the regular version, it comes fully equipped with bags, a windbreaker, and a backrest :). The driver's seat is a bit harsh - clearly a tribute to the image, but on a long trip it can make itself felt. Apparently, a single person shouldn't travel to bars that are too far away :).

Suspension and steering

On a flat road I didn’t really complain, but at the junctions and speed bumps I realized that there was no point in “flying”. Unlike the usual “top” seating, you can only stand up by “pulling yourself up” by the steering wheel, but this is clearly not the best option. In general, this is the fate of all such motorcycles, but it made me think about the back. I wouldn’t volunteer for a long trip on roads with “third-rate” surfaces.

But perhaps the biggest discovery was not (as I expected) one of the turns, but... the parking lot. I stood on a slightly inclined surface and when I decided to turn around a little, I first thought that the brake was stuck. Ha ha! It’s just that the moto turned out to be specifically… iron :). Those. heavy! Well, it seems like it would be useful to warm up a little, but I must say that getting the wheel into the groove behind the asphalt forced me to really strain myself. In general, it is quite possible to save on a subscription to the “rocking chair” if you regularly move the device from place to place “by human power alone” :). In motion, the weight, due to the large torque, is not felt at all. By the way, I didn’t feel any particular problems with the tilt, although I was mentally ready to scrape the footrests, but the tilt turned out to be quite within my definition of “reasonable.” After all, we’re not trying a sports bike for the track!

Engine

Having read the reviews, I was prepared for the worst - “high-revving”, “doesn’t pull at the bottom”. Yes, it’s a fact that you have to give the gas a little, but at the same time it rides smoothly, and doesn’t tear and doesn’t try to leave the rider standing at the intersection with his arms pulled out and behind the motorcycle :). In general, I did not experience any particular disappointment (without the experience of others). I can imagine that some 1900 thread behaves differently (“leaving behind waves of rolled up asphalt”), but everything is quite civilized. When picking up speed within reason, no shaking is observed, everything is very smooth. While you are standing, you can clearly feel the pulsation under the fifth point, but it simply has to be there, otherwise what kind of V-twin is this! ;).

What was very strange was the attempt to apply gas and keep it “twisted” in neutral. Instead of producing a “rapid drumbeat,” the engine turned into an incomprehensible “uneven howl.” Maybe this is how it should be, of course, but it didn’t please the ears. On the other hand, this is absolutely not his element and, most likely, he will never work in this mode during normal operation. Let's assume that I am the first and last person to come up with such an experiment :).

Brakes

I discovered the second big and rather unpleasant misunderstanding when I turned, as I was told, “right under the bridge” (probably for the first time in my life I found something according to the first oral description) and discovered at the last moment that I had to give way to an unsuspecting cyclist. Instinctively I press the brake. I press! Brake! Blah! The Yamaha begins to slowly and thoughtfully change the speed, but the effect was so insignificant that I even managed to get scared that I would now be faced with the choice of dropping the bike or “push” the cyclist. At the same time, I clearly remembered that on this class of equipment it is necessary to use the rear brake, but due to the peculiarities of the landing, my foot did not immediately find the right “foot”. Phew. This means that maneuvers to slow down the “cruiser” will have to be planned in advance. Hm.

Later I realized that at speeds above 30 km/h, releasing the gas has a much greater effect than squeezing the brake handle. The volumetric engine brakes excellently, almost throwing the rider forward. With the brakes, I could not achieve such a response even by working hard with my right hand and foot at the same time. Just a slight slowdown. In principle, I got used to it in less than an hour, but, again, I obviously have to plan in advance.

Box

It should be noted that the transmissions are inserted quite “monumentally”. In this case, we are not talking about fast switching. Partly due to the landing and lack of habit, but every time I mentally and physically prepared for the switch. Moreover, if “up” still went everywhere, then down... My not particularly large-sized motorcycle boot simply got stuck under the gear shift paw and I had to make a noticeable effort to fish it out. And this despite the fact that on such a motorcycle I expect decent “kirzachi”, and not light sneakers. Maybe, of course, it was necessary to take leather ones with spurs, and not with a rubberized gasket under the same switching foot, but the sensations were so-so. Fortunately, the whole essence of the motorcycle is conducive to a relaxed and leisurely ride, and not “clattering” gears. Generally speaking, I didn’t shift beyond third gear. But I was able to accelerate to a hundred - only the footpegs began to vibrate unpleasantly, but there was no additional sensation on the steering wheel, but if I had plugged in the fifth wheel (and there are only five of them on devices of this class), then, apparently, there would have been silence and a quiet rumble, peaceful rumbling in the background.

In general, the impression was that the gearbox was specially tuned to the style and “slowness” of the motorcycle; there is no point in comparing it with other “non-cruisers”. By the way, it's a belt drive, but I didn't feel it at all. Belt yourself and belt :).

Devices

In a nutshell, “the bare minimum.” There is a speedometer :), a couple of lights such as neutral, switching to reserve and a turn signal indicator. The height of technical perfection, which shows the “youth” of the motorcycle, is the LCD odometer panel and a pair of buttons for switching the total mileage or a separate trip. I didn’t play with it much, especially since it’s completely unreadable on the road. Fortunately, the speedometer can be viewed and read.

A few words about the handles. The grips, clutch handles, and brakes are wide and again conducive to leisurely control. It's funny. At first it even seemed to me that the clutch handle had a “profile” for the fingers, but no, they were just wide. After such pens, “Sibikha” seemed like some kind of wire model. Luckily you get used to it quickly :). Everything else, such as the lights and turn signals, switches simply and clearly - there was no need to look for anything, everything was metrically familiar and in its place.

What do the owners say?

Many reviews note ease of use. Indeed, the bike is reliable and easy to maintain, although in this regard it is far from being a touring enduro. However, it is important to remember that this car will not tolerate rough terrain, even if the ground clearance allows off-road driving.

The very design of models of this class does not imply such use. And it’s not just about the suspension travel and length. If you operate the model correctly and use it only on a flat road, preferably a country road, then there will be no problems with operation. According to some descriptions, this car handles well, but, like other representatives of the class, it is leisurely.

!Important: The model is equipped with modern brakes, however, they may not cope if you accelerate on this bike at full speed and then suddenly stop. Cruisers, in principle, are not designed for this. So accelerating to the limit, even on a race track, poses a certain danger.

XVS 1300 Midnight Star is a motorcycle that has a striking design and modern parameters. Its beauty is easy to appreciate from photos and videos. This or that review will give a detailed idea of ​​the bike’s capabilities on the road, although the author’s opinion is often extremely subjective. In general, the car copes well with its task - a walking, comfortable ride on a flat road outside the city.

Main modifications of the Yamaha XVS 1300:

Yamaha XVS1300A (in the USA - V-Star 1300) - the usual classic version of the motorcycle.

Yamaha XVS1300CT Tourer (in the USA - V-Star 1300 Tourer) is a touring version of the motorcycle. Features an adjustable windshield, leather side bags, and a passenger backrest.

Yamaha XVS1300BG (in the USA - V-Star 1300 Deluxe) - a touring version of the motorcycle with a batwing, plastic panniers, an audio system and navigation. Appeared in 2013.

Yamaha XVS1300C Custom (in the USA - Yamaha Stryker) - a custom version of the motorcycle. It has many differences in appearance, wheel size, brakes and overall dimensions. Equipped with a reduced fuel tank (15 l). The lightest modification (curb weight - 293 kg).

2014 was the last year of production of the Yamaha Midnight Star 1300 for the European market, remaining only in the North American market. In 2021, the usual modification XVS1300A disappears from the line. As of late 2021, only Tourer, Deluxe and Stryker trims are available in the US market.

Flaws

Riding in traffic and handling on winding roads is challenging. The track is the element of this bike.

Users name few disadvantages.

• Large dimensions (shooting between rows and narrow streets is not for him).
• Weak fastening of the rear case (in order not to lose it, you need to strengthen the platform under it and the bottom of the suitcase itself).
• No heated steering wheel grips.

Many people consider a cassette player to be a disadvantage, but craftsmen make an adapter for MP3/CD or the front glove compartment.

and dignity

The model's strict design makes it an ideal choice for large-sized male bikers.

And the motorcycle has many more advantages:

• design and fit - chopper ;
• large selection of components;
• protection of motorcyclist's legs;
• music (support for “Russian” radio stations and stable reception, thanks to its own antenna);
• low center of gravity.

The red line running through all the reviews is convenience, comfort, reliability .