Yamaha V Star 950 Tour 2009 $6,995.00 CAD

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$6,995.00 CAD
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Throw a leg over the saddle, lift the bike off the sidestand, settle into the commodious seat, turn the key, push the button-Baroom! Good sound, not too loud. Pull in the left lever, left toe snicks the gearbox into first, a little throttle while you let out the clutch, and smooth as a hot knife through cold butter you’re away. Could be the start of a 30-mile commute to work. Or cruising Main Street on Saturday evening. Or going to Grandma’s house for Sunday lunch. Or heading to Mount Rushmore a thousand miles away. That’s what Yamaha’s V Star 950 Tourer is for-easy traveling, short trip or long. Looks good, too, with pleasantly flowing lines and handsome shiny embellishments. I especially like that headlight with the painted shell and the chrome enhancements. Styling sells cruisers, and the design department worked hard on this one. 2009 Star V Star 950 Tourer The 950 is an all-new bike, based on old principles. The air-cooled, wet-sump, 60-degree V-twin has an almost square bore and stroke of 85mm x 83mm; for a capacity of 942cc. A chain-driven single overhead camshaft operates four valves in each cylinder, using roller rocker arms-which operate a little more efficiently than the sliding types many engines use. Lightweight aluminum pistons slide up and down in ceramic liners, with a compression ratio of 9.0:1. Mikuni fuel injection runs regular gas through 35mm bores, the Transistor Controlled Ignition sparks the plugs, and the spent gases flow out through a two-into-one exhaust. The multisensored fuel-injection system has a sensor placed in the header pipe just before it goes into the muffler to make it easier to change mufflers, should the rider be so inclined. And in the cruiser crowd, people are often motivated to buy aftermarket mufflers, either for a new look or, perish the thought, more noise. On the Jett Tuning Dynojet dyno the V Star 950 cranked out 56.1 lb-ft of torque at 3,200 rpm. Primary drive is by helical-cut gears, through a cable-actuated clutch and five-speed gearbox, and a belt final drive. I was impressed with the light clutch and smooth flow of power, minimizing any risk of stalling when starting up. On the mountain roads that all motorcyclists love to ride, climbing and descending with lots of tight curves to be rounded, a pleasantly torquey motor makes such byways great fun. Changing gears is still necessary, but minimized thanks to the low-rev grunt of the engine. The transmission has very smooth shifting, and never missed a gear. A good, no-frills touring cruiser ready for personalization at a good, no-frills price. This powertrain, sitting in a double-cradle frame, is solidly mounted. Despite not having a balancing shaft in the engine, the vibes off the single-pin crankshaft are minimal, and even quite pleasant for the cruising rider who is not interested in the redline and maximum lean angles, just enjoying the gentle throb. There is no tachometer, but a big speedometer is mounted on the gas tank, along with the requi