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MD First Look: Star V-Star 1300 Deluxe

Cashing in on the bagger craze, Star motorcycles expanded its bagger lineup to include a second model, the V-Star 1300 Deluxe. The bike will be available in February, 2013 and comes standard with a fork-mounted fairing, locking luggage and other touring essentials.

It’s based on the V-Star 1300, which has been around for a while. The eight-valve liquid-cooled 1304cc sohc 60-degree V-Twin is flexible, smooth and powerful and works well with the tube-steel chassis and decent suspension, Billed as a “mid-sized” cruiser, it’s intended for relaxed back-roads riding, but it’s still big enough to carry two adults. A standard version as well as a tourer—equipped with locking hard leather-look bags, passenger backrest and a tall Plexiglass windscreen—have been available since 2007. At 712 pounds wet, it’s light for a touring-cruiser, and with a claimed 42 mpg it’s econmical too. Belt drive should be a friend to tourers as well.

The Deluxe gives touring riders some bennies. Aside from the color-matched bags and fairing (there’s no backrest, to fit the low, clean bagger aesthetic), a Garmin Zumo GPS unit and full sound system is standard, controlled via a switchpod on the left handlebar. An iPod or iPhone jack is also included (although the unit is also Bluetooth capable), and the Zumo can deliver XM satellite radio as well as weather/traffic and lane assist services .

At $13,690, the Deluxe is value-priced for the factory bagger category. We eagerly await our first ride on what Yamaha claims is the industry’s first midsized factory bagger.

2013 Honda CRF250L: MD First Ride

You have to give Honda credit for recognizing that the current economic climate calls out for reasonably priced motorcycles that offer good bang-for-the-buck, together with outstanding fuel economy.  Criticized, at times, in the past for premium pricing, Honda is fighting back lately with the CBR250R ($4,099) and the PCX150 ($3,449).  On the heels of those two new models, Honda announced the 2013 CRF250L dual sport with a modern, fuel injected engine, outstanding fuel economy, and a $4,499 price that undercuts the competition from both Yamaha and Kawasaki.  This is the bike Honda invited us to test earlier this week in Santa Barbara, California.

More than 30 pounds lighter than the already lithe CBR250R, the CRF250L reminded us why it is so fun to ride a street legal bike with a dry weight under 300 pounds (claimed weight with all fluids, including gas and oil is 320 pounds).  We went through all of the technical details and specifications in an earlier article, so let’s just hit the highlights.

The 249cc single features fuel injection, DOHC and a counterbalancer.  The long travel suspension is not adjustable, except for spring preload in the back.

The upright ergos are based on Honda’s long, and well deserved reputation for comfortable, functional ergonomics on its off-road race machines.

The brakes consist of a 256mm disc in front and 220mm disc in the rear.  The front caliper is twin piston.  Wheels are 21″ in front and 18″ out back.

Fuel capacity is 2.0 gallons . . . almost certain to deliver well over 100 miles of range, even while twisting the throttle with everything you have.

Fueled up and on top of our DOT legal knobbies, we left the hotel parking lot for a day full of everything from tight, twisty tarmac to a wide variety of dirt trails.  At the end of the day, we sped back to the hotel on the freeway, easily cruising at 70 mph.

Throttle response is excellent from idle on up.  A version of this engine powers the heavier CBR250R, and the dual sport seems much punchier when you snap open the throttle.  This is largely a combination of three factors, including the lighter weight, lower gearing, and tuning (including a smaller throttle body) that increases low end power versus the CBR.  The bike still revs out well on top, however.  Very nice engine, and power that seems to be on par with the Kawasaki KLX250S ($5,099), but somewhat less than the much pricier Yamaha WR250R ($6,590).

Honda seems to be good at picking a nice compromise when it comes to damping and spring rate for non-adjustable suspension, and they really seem to have nailed it with the CRF250L.  The fork is very plush when it comes to absorbing very small bumps, but never bottomed when pushed hard on rough trails by this 190 pound tester.  The shock also did its job well, although I would like to experiment with a bit more spring preload in the back.

Handling was excellent, but without increasing the spring tension on the shock, a heavier rider will experience some understeer.  Nevertheless, we were able to push the CRF250L very hard through tight twisty roads, and were delighted with the grip and feedback provided by the stock dual purpose tires.

Those same tires struggled a bit for grip on the silty, sandy trails we also rode, but the bike tracks straight through gnarly, whooped out terrain, and needs just a bit more purchase from the front tire while turning on these slick surfaces.  Frankly, these types of Southern California trails pose a challenge for any type of off-road machine, but we expect the turning could be improved by putting a bit more weight on the front end through increased shock spring preload, raising the forks a few millimeters in the triple clamps, or some combination thereof.  Tire choice also impacts this, as well.

We were really impressed with the power and control offered by the front brake.  Another journalist had the nerve to pass me on a twisty mountain descent, so I showed him a wheel on several corner entries before passing him back.  This was on tarmac, and it required excellent power and control from the front brake.  I was truly surprised how well the CRF250L delivered in this regard.

Clutch pull is extremely light and engagement is solid and predictable.  The transmission performed well everywhere, and suffered both clutchless upshifts and downshifts in the dirt without complaint.

The seat is wide enough to provide comfort for extended street rides (a problem with plenty of other dual sports), but the bike itself is slender enough to allow the off-road charger to move freely when adjusting his weight distribution.

This is a lot of motorcycle for $4,499.  If it comes with typical Honda long-term reliability, it is one of those bikes you could enjoy having in your garage for a long time, that could provide entertainment and transportation for several members of the family regardless of their skill level.  With price and fuel economy such important factors these days, we think Honda has delivered another winner.  Take a look at Honda’sweb site for additional details and specifications.

Nürburgring WSB Results

On an awful day for Marco Melandri (BMW), who crashed in each of the two races and left with zero points, Max Biaggi (Aprilia) re-took the points lead at the Nürburgring yesterday with a win in Race 1 and a valuable three points in Race 2 after recovering from his own crash.  Chaz Davies (Aprilia) took his first ever WSB win in Race 2, following a third place finish in Race 1.  Eugene Laverty (Aprilia) finished second in each of the two races, while Leon Camier (Suzuki) took the third spot in Race 2.

Ninja 300 Capable of 120 MPH?

Think the fuel injected 2013 Kawasaki Ninja 300 is just a warmed over 250?  Think again.  MCN is already testing the European model, and posted this brief report.  According to MCN, the Ninja 300 has a high quality, big bike look and feel about it, and saw an indicated 112 mph on the Autobahn . . . possibly capable of 120 mph.  Well beyond the territory previously covered by 250s, whether single or twin.


We will be with Kawasaki in New York when they reveal the U.S. sport bike line-up on Thursday of this week.  We will let you know if the Ninja 300 is on its way to U.S. dealers at that time.

Ben Spies to Ducati Satellite Team?

Sometimes the Italian media gets ahead of itself, and sometimes they repeat each other’s rumors.  Nevertheless, more than one report indicates Ben Spies will be on a Ducati next year as part of a new satellite effort.  Spies told reporters he will have an announcement later this week.  Stay tuned.

Shayna Texter and The Sacramento Mile

You can read this as a tardy race report, or more appropriately as a glimpse at the most brutal motorcycle racing series and the emergence of a diminutive female as a competitor at the top.

No sooner does the national anthem hit its last note than an Apache attack helicopter soars upward, banks a few times for a good show, then thunders out of view. Seconds later the booming of the Apache is overpowered by the music of twin-cylinder motorcycles roaring to life. Mechanics lugging starter motors scurry out of the grid as the HarleyKawiTriumDucati symphony reaches full thunder.

The AMA track boss, a no-nonsense lady if ever there was one, stomps her way in front of the rows of bikes. She snaps her forearm forward at one-second intervals and points an authoritative finger at each rider. This touches off a volley of clutch-feathering/tire-spinning/front-lifting as each blasts forth on their warm-up lap.

Returning to the grid, they take their positions, engines revving purposefully. A few look around, most stare straight ahead at turn one. A trophy girl parades across with the 10-second sign. Riders crouch. Seconds tick. RPMs skyrocket. BAM, the flag drops!

The Sacramento Mile is underway.

The first thing you notice is the pack. The bikes circulate in one big mob. There are no back markers like you’d see in a roadrace. As the pack approaches on each lap, the ground starts to shake, there’s a deafening roar as they blur by, then they’re past and you’re hit with a high-speed dust cloud, like the tail of a comet. The sound fades and the cloud is gone as fast as it arrived. You pivot and follow the pack through turn Two, then Three, then Four. They tuck in, left hands on the tank, and here comes that ground rumbling again. All this in 38 seconds.

No wonder fans at The Mile know how to cheer. Arms wave wildly, fists pump, and everybody is out of their seat as the riders scream by. Every rider carries a nickname: “Flyin” Bryan Smith, Jared “The Jammer” Mees, and “Jersey” Jake Johnson—the number-one plate holder. To call it close racing is a woeful understatement. Bikes return to the pits with tire marks burned onto their side number plates.

In the Main Event so many vie for the lead that it’s a wonder the announcer can keep all the nicknames straight. It’s a five-way battle between Smith, Mees, Johnson, “Slammin” Sammy Halbert, and “B-Rob” Brandon Robinson. Smith is on board a Kawasaki, a Versys-powered 650 that is blisteringly fast. The bike has been specially designed to compete only on mile tracks, unlike any other at the race. The tank is a sliver that scarcely rises three inches above the frame. It’s a wonder the fuel inside is enough for the 25-mile Main event. But looking at the cutting-edge crispness of the rest of the bike and the sanitary nature of Smith’s pit, you get the impression his team knows exactly what they are doing. And when Smith tucks down tight against that low tank and rockets ahead on the straights, your impression is confirmed.

Johnson and Mees fight fiercely with Smith in the Main. The three form a tight pack for the whole race, with Halbert and Robinson keeping constant pressure, just a bike-length behind. At times Smith loses the lead but he reels it right back within a lap. When the checker falls they roar by, Smith taking the victory, then Johnson, Mees, Robinson and Halbert.

But the night’s show-stopper is the Pro Singles race and Miss Shayna Texter. Standing five feet sharp and weighing 95 pounds (with steel shoe), Texter takes command right off the line. She is the first to turn one and almost instantly establishes a gaping lead. A hard-fought battle rages for second and third, but Texter remains well ahead. It’s almost as though she’s running an entirely different race.

This affords time to study each rider’s stunning transition from full tuck on the front-straight to winging through turn one. In one motion they snap themselves upright to attention while their waist bounds forward from the back of the seat up onto the tank, right elbow shoots skyward as the bike tosses over and left foot touches down. With each, it’s a skill. With Texter, it’s poetry. While others seem to use their body weight to sling the bike into submission, her transition is so smooth as to be almost imperceptible. It’s as though the bike scarcely notices her tiny frame as it sails through the corner completely unrattled by the rough dirt below.

As the 12-lap race passes its half-way point, the pack of Stephen Vanderkuur, Jake Shoemaker, Dominic Colindres and Gerit Callies seems to expend so much effort battling for second and third that Texter might remain unchallenged for the win. But as the race nears the end, things change quickly. The pack suddenly catches Texter in what seems like three turns. Because they’ve caught her so quickly, the instant thought on every fan’s mind: Can she hang on?

Soon the answer is no. Vanderkuur and Shoemaker pass her in quick succession on lap 11. Deflated, the crowd watches what seemed like a sure win slip through Texter’s fingers. “She must be getting tired,” some say. As other racers close in on her, even third place now looks uncertain. But suddenly there’s no more losing ground. Texter is tucked in and locked on to Vanderkuur and Shoemaker. Four turns to go and, as with the whole race, her form exemplifies smoothness.

Charging through the back straight Vandekuur/Shoemaker/Texter are ankles to axles. It will be decided by the final turn, and the crazed crowd may bring down the grandstand. The pack charges in, pitches their bikes over and Texter begins to make her move. Sling-shotting out of the turn, they enter a three wide dash for the finish. Texter’s perfect cornering fluidity results in tremendous drive. Halfway down the straight she has passed Shoemaker and is closing on Vanderkuur to retake the lead—if only the track will allow her enough distance to get it done. She edges beside Vanderkuur, they streak across the finish line—a photo finish with her wheel just a spoke-length ahead of his.

The crowd goes into orbit as Texter adds to her string of firsts for women in motorcycle racing. With this victory, she is the first female to win a Grand National event at a mile-long track. “It just feels like a fairy tale,” she says.

Podium speeches and champagne wind down the night. Racers excitedly shuffle their way to each other’s pits to celebrate, skid shoes sound out a ringing thud on the sandy soil. Once the track is clear, officials open the stands and the fans take the infield to join the fun. No whiff of pretention – more backyard cookout than fashion runway. A meet-and-greet line forms at Shayna Texter’s pit, her giant grin is constant.

The house lights dim and fireworks erupt. On the far side of the track a couple of true devotees can be seen walking a lap of the sacred ground. They follow the blue groove of rubber that is the racing line, stopping every so often to gesture with imaginary handlebars. One kneels down and grabs a pinch of dirt as a souvenir.

Courtney Olive is a Motorcycle Daily Contributor who lives, rides, and writes in Portland, OR. Motorcycle time travel is one of his favorite pastimes.