BikeTest: Yamaha XV1900 Midnight Star: If you are into cruisers or a member of the "mine's bigger than yours" club then Yamaha's XV1900 is definitely a machine to consider.
This cruiser cleverly combines a sort of pre-war to early 1950s design with some pretty up-to-date engineering. In concept it is totally North American cruiser and, in that Harley-dominated market, it has gained an enthusiastic following.
Performance with these kind of machines is not so much a matter of top-speed as sheer "grunt" and the XV has that a-plenty. A horse or so less than Honda's VTX1800 but with that important bit more torque and it's almost the equal of Kawasaki's larger VN2000. In the market for which it was designed, in terms of brute horses, it demolishes all the Harleys save for the very different Street Rod.
In the torque stakes it produces almost double what Harley cruisers can achieve.
In these respects it is one very serious contender. It will sell as much on its looks as anything else. It is a piece of driveway jewellery, but a jewel meant to be ridden. It is a big, long and low machine which, for all its size and obvious weight, still manages to give the impression that it can do more than just trundle along.
The 12-spoke cast-alloy wheels are sturdy and purposeful. The twin front and even larger rear brake disks suggest real stopping power.
The macho-looking, black-coated V-twin engine, which contains Yamaha's EXUP valve system, is the first time it has appeared on a cruiser. This increases back-pressure at lower engine speeds before opening up after 2,500rpm.
The front forks have a waisted, taper look about them. The headlamp is reminiscent of Honda's even more over-the-top Rune.
Front and rear indicator lights are of the tapered, streamlined variety. The handlebars are widespread. Clutch and brake hydraulics are housed in neat, cast alloy. Given the wide spread of the handlebars the mirrors give a superb rear view. All wiring is discretely tucked away inside the handlebars, only the throttle cables spoil the otherwise clean lines.
There is a clean, flowing line from the headlamp down along the tank to the saddle. The pillion pad is, as tradition and fashion dictates, just that.
Instead of footpegs for the rider there are generously-sized footboards. The gear shift lever is of the rocker type but the rear heel-operated part can be detached for those who prefer the over-under approach.
If big, bold cruisers are your thing you will take to it instantly.
Such behemoth-like road-locomotives do have a certain fascination. The real point is, as ever, does it do what it says on the tin?
The short answer has to be yes. The weak-sounding starter is more powerful than it sounds, the engine thumps into life and steadies down to a rumble-rumble beat and accompanying bounce.
There is a small rev counter in the instrument panel which is set into the tank but you certainly do not need it to know what the engine is doing. The bike pulls away with disdainful ease on a mere tick-over and you can happily change to a higher gear at walking pace.
We found the rider's seat harder than it need be, a pity this is meant to be laid back comfort. The wide-spread bars add to the very cool looks but, so wide apart are your arms spread that at any speed over, say, 90km/h you simply long for a screen. These are available, in different heights, as options.
The large speedometer set into the tank is clear and easy to read and it includes a tiny rev counter and a fuel gauge. There is a Christmas tree of idiot lights aft of the speedo. Yet again, custom and fashion dictate this is where they must be despite the fact that their position makes them difficult to see. The pillion pad is also on the hard side and with all the engine's beefy torque a backrest should not have to be an optional extra.
The brakes are quite good though not as good as either their size suggests, nor as good as others have found them to be. We'd rate them as adequate-plus.
There is a lot of vibration but that is all part of the cruiser scene, if it didn't appeal you wouldn't be thinking of buying one.
Slow speed riding, for a big, heavy machine with a long wheelbase is better than you'd expect.
The hydraulic clutch is smooth and easy to operate. Roadholding is, by the standards of this kind of machine, quite good but don't expect it to be in the track-day class. Acceleration is quite impressive, there would be something wrong if, with all that torque, it was not. Even so you need some determination to get it into the sports category.
Its best aspects, undoubtedly, are its in-built bling, which it has by the bucket full.
Its worst aspect, which for many are actually a virtue, is the slavish copying of the North American Iron Horse / road-locomotive layout which is far removed from efficient practicality.
But then this is an unadulterated recreation vehicle. It's about fun, about making a statement. You have all the rest of the week to be efficient and practical!
FACTFILE:
ENGINE
1,854cc, four-stroke, OHV V-twin, 9.5:1 compression. 72kW @ 4,250rpm and 167.8Nm @ 8,000rpm. Five-speed gearbox, belt drive.
CHASSIS
Telescopic forks, 135mm travel. Swinging arm with link-type monocross suspension, 105mm travel. Wheels, front 18" with twin 298mm disks, rear 17" with a single 320mm disk.
DIMENSIONS
Dry weight 320kg. Seat height 735mm. Wheelbase 1,715mm. Fuel 17 litres.
PRICE
€16,995