Why Should Have Yamaha Virago XV1100
Why Should Yamaha XV1100
American style in classic Japanese design - this is how you can see that this Virago is still popular motorcycle. Alloy wheels, massive cans of speedometer and tachometer, everything looks like "greetings from the OLD 80s." The motorcycle does mean it - it is really very strong in the whole thing And reliable. However, he has one control feature that is not characteristic of other Cruisers: in its behavior, it is more like classic motorcycles, which can be considered an absolute plus. A lot of XV 1100 travels around Russia, and only the lazy one does not know that having bought this Virago, it is necessary to prepare for the repair of the starter. However, this is the only serious drawback of a successful model.
Yamaha Virago XV1100 Parts
If, choosing a Virago 1100, you suddenly notice that the starter does not turn the engine, spinning idle, do not be surprised - this overrunning clutch has failed. "Cant", characteristic even for "fresh" specimens, appears on most motorcycles models. It can be eliminated either by replacing an overrunning clutch ($ 203), or by not too complicated “garage” repair, which will be performed in almost any non-branded, but qualified motor service - the clutch is structurally identical to the automobile one. Another feature of the engine is the lack of a maximum speed limiter. This can not be neglected, you can "twist" the motor and bend the valves directly without moving. It happens that even inexperienced sellers in salons do this, wanting to demonstrate to customers how fun the V2 is “spinning”. But it happens that such "twists" are caused by the desire to get rid of interruptions in work that arise due to faulty candles. Feel free to change them, just do not save: the Virago engine is very sensitive to the quality of the candles. And do not forget about the traditional check of an air-cooled engine for exhaust smoke, which can be caused by the poor condition of the valve stem seals due to overheating.
TRANSMISSION .
The gearbox on the Virago is fuzzy. But this does not mean its malfunction. The cardan drive is reliable, but without oil in the final drive, as you know, it does not work. A spline connection to the rear wheel rarely fails. FRAME AND WEB . The frame of the motorcycle is the standard of strength. Broken pieces with absolutely straight frames met to smithereens. It's all about the successful inclusion of the engine in the power circuit of a powerful spinal structure. This solution, by the way, provides the chopper with very good handling. The main trouble of Virago is the abundance of chrome aluminum in the finish. It rusts in the first years of operation of a motorcycle. Alas, the external side of the issue is very important for choppers. The headlight works for the "C grade".
SUSPENSIONS .
In addition to the slightly damped front fork, there is nothing to complain about. The fork is equipped with pneumatic pumping, its torsional rigidity is increased by an additional bridge in the area of the front wing, and the characteristic of the rear shock absorbers is quite decent. The main enemy is again corrosion. The shock absorber rods and front fork guides rust ($ 260 per feather assembly). BRAKES, WHEELS . Brake systems do not correspond in efficiency to a high-speed motorcycle; their development affects the 80s. Staples often turn sour and require bulkheading. Alloy wheels are strong and heavy, their main problem is corrosion.
MODIFICATIONS .
The popular motorcycle was produced almost unchanged. In 1996, a modification appeared with spoke wheels, not widely used.
Yamaha XV1100 Virago: Test Drive
from Motor Review "Why are you buying this stuff?" I have heard similar questions from the lips of many of my motorcycle friends. In the courtyard was 2000, the country, like a river in the spring, was rapidly filled with Japanese second-hand, and in the depths of this flood it was possible to find quite budget items. I, exhausted by my "Ural", decided for myself never to connect life with the products of the domestic motor industry again. U, drank the blood! And here on the occasion they offer a slightly tired 750 cc “Virago” for the money that my skinny wallet could pull.
I knew this motif, like the back of my hand (I worked in a motorcycle service), this is an icon of Japanese light chopper construction. In general, in April 2000 he opened the season already on it. Say, I wanted to buy a penny - a canary? I answer: I perfectly understood that I was acquiring. But it’s one thing to be in permanent repair, and another thing is to replace, restore, repair and drive yourself for pleasure. For me, the Yamaha Virago 750 is a real cruiser, moreover functional. It’s quite decent torque, relatively good brakes, a comfortable fit (a very comfortable steering wheel, a soft and wide saddle, a semi-classic landing, half-feather) and, most importantly, complete unpretentiousness in maintenance. Of course, all of these curtsies with an eye on the year of graduation and my Soviet-cycle practice. The first months, with minimal maintenance, flew, as if on wings. How is everything done in the mind! But, I confess that the engine immediately noted a considerable oil consumption. However, in comparison with the Urals, it seemed nonsense.
The first failure after a couple of thousand run was the starter. As it turned out later, this is a well-known weak point of all the Virags. For the first season and mileage of about 15,000 km, I changed these two nodes. But even so, I really liked the bike. In the city, due to its not very large base (1525 mm - less than that of a liter “phaser”!), The device is clearly controlled and flashes the “traffic jams” like a scooter. Soft suspensions provide smoothness on the highway. Relatively high ground clearance allows you to move even on the primer. However, Virago has short running boards, and at a sharp turn, my boot was the first to touch the asphalt, which I will say is not very pleasant. And the main minus, perhaps, is the lack of power. At high speeds, a strong vibration of the engine begins, which personally causes me tangible discomfort. Moreover, vibration is vibration, but there is no traction. Buzzing - and to no avail! In principle, it is possible to accelerate to 160 km / h, but how terrible it becomes.
It is sausage, you immediately feel the frame weakness and the complete absence of brakes. And still, after the “Urals” this “Japanese” seemed to me a race. I lit on it, as if stung, every day and wound up more than one hundred. By the end of the season, the oil zhor increased sharply, and I met the first white flies on the sidelines. An autopsy showed a wedge caught! To be honest, I did not despair. There were numerous months ahead of the "standing period", but I’ll come up with something. Not the Urals! I solved the problem simply - I did not bother with the capital, I took it and acquired another second-hand motor. But not only from the 750 cc Viraga, but from the 1100th. The price ($ 700) included an oral guarantee that the engine was in excellent condition, which was confirmed by further long-term operation. Well, since I started to throw the power unit, I decided at the same time to shovel everything else that caused irritation. As a result, only the frame remained from the native, well, the second motor was stock. And away we go: the basic single-piston caliper was replaced by a four-piston caliper, installed an armored trunk. Wheels changed to spokes, rear 170 / 80-15 instead of 130 / 90-16. To do this, I had to boil the pendulum. A new stylish gas tank made on the basis of the tank from the K-750 - the capacity is now 25 liters.
For which I thanked myself more than once with the numerous long-distance truck. The wings were glued by himself from fiberglass. Traverses, a headlight, a rear subframe, mufflers, a back, a seat and wheels - all this also passed through my hands. The overrunning clutch of the starter was replaced with a part from the VAZ-2108, and since then there have been no problems with the starter. The remote controls and levers of the brake and clutch (just do not hit!) I bought from Harley. The beauty! You have to pamper yourself somehow. It was especially pleasing that from the outside, all these improvements did not practically change the Virago 1100's family features, but if you look closely, the scale of the alterations is considerable, and all is wise. In addition, the problem of the lack of “horses” was solved by itself. Now the engine showed 62 hp - a dozen more than the 750th “viraga”. The moment has also noticeably increased. Now, from a traffic light, the motorcycle “flies” with a bullet.
In this form, it rolled without problems for several seasons. I only changed the necessary consumables and checked that what is necessary for the normal operation of the motorcycle. Once in 6000 km I changed the oil (the filter changed not so often), checked valve clearances, cleaned or changed the air filter. After 12,000-15,000 km, the replacement of spark plugs and oil in the gearbox were added to all of the above. Well, once every 25,000 km the line reached the brake fluid, the seals of the brake cylinders, then cleaned and lubricated the steering column bearings. The pads are grinding very slowly, so I just changed them on the advice of the servicemen (they say, the service life of the brake pads is four years) every two years.
brake cylinder seals, then cleaned and lubricated the steering column bearings. The pads are grinding very slowly, so I just changed them on the advice of the servicemen (say, the service life of the brake pads is four years) every two years. brake cylinder seals, then cleaned and lubricated the steering column bearings. The pads are grinding very slowly, so I just changed them on the advice of the servicemen (they say, the service life of the brake pads is four years) every two years. Of course, many readers of the magazine are now probably shaking their heads in surprise: I bought trash, and I can’t part with it. And for me, it's already interesting to check how much the old Japanese chopper can handle in our Russian realities. Despite the fact that I use it at all in the quality in which custom is usually used. My “viraga” recognized all the “charms” of the “workhorse” stakes. Now, over seven years of operation, mileage is approaching 100,000 km. And nothing! Works, drags and pleases its owner. Yes, I am well aware that this device is morally outdated, but I turned a blind eye to this. Anyway, isn’t it funny that a motorcycle for such money and for so many years has been riding and riding? They say that already such devices are not released now.