DStar

Ia priviti la poza asta sa vedeti cum se educa poporul Nu trebuie sa ne apucam toti de kungfu, e de ajuns ca autoritatile sa isi faca treaba. In cazul asta organizatorii trebuiau sa puna niste reguli clare si cine nu le respecta, sau nu ii convin... out. La fel si politistii care trec nepasatori pe langa unu' care arunca o hartie pe jos, la fel si astia de la circulatie care in loc sa isi faca treaba cu adevarat, stau si pandesc sa impuste amenzi si spaga si exemplele pot continua la nesfarsit. Credeti ca un roman plecat in strainatate se civilizeaza brusc? Nu isi permite sa faca prostii pentru ca ii e frica de consecinte.

Comparatia intre alte tipuri de motoare poate e mai greu de facut. In cazul Dragstar Vs. Virago lucrurile sunt mai simple: Exista cineva care ar da la schimb un Dragstar pe un Virago? Exista cineva care ar da la schimb un Virago pe un Dragstar? Cred ca nimeni nu ar da un Dragstar pe Virago, in schimb, pe dos, ar fi multi doritori (daca se intampla sa fie cineva care da un dragstar pe un Virago sa spuna ca maine cumpar un Virago si fac schimbul pe loc). Mie mi se pare ca raspunsul la aceste 2 intrebari e destul de relevant pentru cine vrea sa faca comparatii. Sunt convins ca si Virago este o motocicleta foarte buna (de altfel este unul din cele mai populare modele, ceea ce spune multe) dar Dragstarul e intr-o clasa superioara. Dupa gustul meu Virago este prea mica, daca ar fi fost de aceleasi dimensiuni ca Dragstar-ul cred ca comparatia ar fi fost mult mai stransa. Cat priveste performantele motoarelor, intr-adevar Virago are mai multa putere pentru ca este mai turat, in schimb Dragstarul are un cuplu mai bun E corecta si observatia lui sorinavram legat de bikez.com. In cazul celor 2 modele exista totusi suficiente rating-uri pentru a putea spune ca sunt destul de aproape de realitate

Nici eu nu ma plimb fara protectii desi, pe caldura asta, ma simt ca intr-o sauna ambulanta. Blugii astia pe care i-am luat sunt tot special pentru motociclete si, cum am spus, au protectii pe genunchi si cica ar fi facuti dintr-un material mai special (cu fibra de kevlar sau asa ceva) ca sa fie rezistenti la abraziune. Problema e ca la viteza se simte aerul prin genunghi (de fapt simt mai mult seara cand ma tin genunchii un pic). Ma gandeam sa le pun in buzunarele alea si cate o bucata de piele pe langa protectii ca poate devin mai izolati). Eu mi-am luat protectii de la Louis. Daca ai haine speciale pentru moto, atunci inseamna ca ai si buzunare pentru protectii. Cumperi protectiile separat si le indesi acolo. Protectii spate, Protectii Genunchi etc. Nu stiu daca sunt cele mai bune dar astea le-am gasit cand am fost pe la ei. Gecile pe care le-am cumparat aveau niste protectii de burete si am pus suplimentar si protectiile astea de cauciuc. Oricum cea mai buna protectie ar trebui sa fie in capul meu (adica sa merg prudent si sa casc ochii foarte bine la tot ce misca) dar e bine sa le ai si pe astea ca nu se stie niciodata. Am fost si eu pe la Baia Mare (chiar de curand) si am vazut ca sunt niste trasee pentru moto de toata frumusetea in zona. Nu pot sa iti spun decat - ENJOY & HAVE FUN! Sper sa ajung si eu in vara asta pe acolo cu motocicleta

Protectiile intr-adevar sunt prima prioritate dar trebuie sa te gandesti si la protectiile pentru "batranete". Eu, spre exemplu, mi-am cumparat niste bluejeans vanucci (cu protectii de cauciuc la genunchi). Pentru drumurile prin oras sunt mai comozi ca nu te incingi asa tare in ei. La drum lung insa, am fost de 2 ori si nu mai vreau. Eu cel putin am simtit tot vantul in genunchi asa ca de acum incolo folosesc numai pantalonii de piele. Chestia cu vantul am inteles ca se acumuleaza cu timpul, iar mai la batranete incepi sa te vaiti de toate oasele. Asa ca. din punctul meu de vedere, parbrizul pot sa il pun la categoria protectii necesare pentru ca mi-am propus sa apuc si batranetea. Si eu am inteles ca e o motocicleta fiabila (de altfel se produce cu succes de peste 10 ani si inca se mai produce inca - in Europa nu se mai vand din cauza normelor de poluare dar in US am vazut ca exista inca in oferta Yamaha). Am citit in manualul ei ca cel mai bine se simte la 3000 de ture. Probabil ca daca nu o fortezi poti sa mergi mult si bine cu ea fara sa ai nici un fel de probleme. La capitolul intretinere eu i-am mai cumparat ceva special - vestita crema Nivea in cutie albastra. Toata partea feminina pe care o cunosc mi-a spus ca este excelenta pentru piele. Cand mai imi aduc aminte ii mai trag o portie de crema pe sa si pe coburi ca eu nu am garaj si o tin sub prelata in aer liber.

Felicitari pentru achizitia facuta. Arata superb. Iti urez sa te duca peste tot pe unde visezi sa ajungi si sa nu ai niciodata nici cel mai mic incident. Si eu m-am cacait aproape 6 luni pana m-am decis ce motocicleta sa imi iau. Stiam doar ca vreau un chopper. Ghiciti ce mi-am luat? O Yamaha VStar (modelul american de Dragstar). Si eu am oscilat intre o Honda Shadow de 750 si un Dragstar de 650. Prea multe nu stiam eu despre motociclete asa ca pana la urma m-am limitat la 2 criterii: sa aiba cardan (ca am inteles ca pe lant necesita un pic mai multa intretinere) si sa nu fie un motor prea mare (pentru ca in afara de cateva ore in poligon nu ma mai suisem in viata mea pe motocicleta). Pana la urma, cred ca decisiv a cantarit design-ul motocicletei. Dupa parerea mea este cea mai frumoasa motocicleta din categoria "mijlocie". Legat de performante, eu sunt multumit de ceea ce am primit. Sta foarte bine pe sosea, atat in curbe cat si pe linie dreapta. Viteza maxima cu care am mers a fost de 160km/h si cred ca mai putea cel putin pana la 165km/h. Dupa mine viteza asta e un pic inconfortabila pentru un chopper pentru ca iti iei cam tot vantul in casca si cam vajaie . Cel mai bine e in plaja 90-120km/h si zic eu ca dragstarul nu are probleme sa mentina o astfel de viteza pe drum lung. Cu acceleratia poate nu sta chiar asa de bine ca alte motociclete dar, in comparatie cu masinile, oricum e mai buna decat majoritatea si te poti descurca binisor in depasiri. Din punct de vedere al consumului, de asemenea spun ca este o motocicleta buna. Primii mei kilometrii i-am facut in Bucuresti (cred ca ar trebui sa fie o rubrica separata fata de consumul urban pentru ca in Bucuresti orice ai face mai mult stai decat mergi) si, incepator fiind, schimbam vitezele destul de aiurea. Ca atare, din ce am socotit eu, pe prima 100 de kiometri mi-a mancat cam 8 litri. Acum, ca am mai invatat-o cat de cat, cred ca nu mananca mai mult de 6-7 litri la suta in Bucuresti. Afara din oras cred ca se poate compara cu un scuter pentru ca mie imi iese o medie de 3,5 litri la suta si asta fara sa ma stradui in vre-un fel. La motocicleta care ti-ai luat-o ti-as sugera sa ii mai cumperi o pereche de crashbars si un parbriz. Crashbarurile sunt pentru siguranta (nu doresc nimanui sa dea cu motocicleta pe jos dar sa iti iei o masura de siguranta in plus nu strica) iar parbrizul imbunatateste mult confortul la drum lung. Din ce am mai aflat si eu de la oameni mai experimentati, e bine sa schimbi uleiul si filtrul de ulei cand cumperi o motocicleta sh, chiar daca proprietarul zice ca de abia le-a schimbat (in manualul motocicletei zice ca ar trebui pus ulei Yamalube dar eu am pus pana la urma Castrol si merge foarte bine). Ar trebui verificat si filtrul de aer. Daca e adusa din Germania sunt foarte mari sanse sa fie alb si curat. Dupa ceva mers prin Romania sigur incepe sa se imbacseasca. In rest nu ma pricep de loc la mecanica asa ca nu stiu ce sfaturi sa iti dau. Am inteles ca mai trebuie verificate din cand in cand bujiile (si eventual curatate sau inlocuite) si, de asemenea, ar trebui reglate din cand in cand carburatoarele. M-as bucura daca alti posesori de dragstar mai vechi ar putea da mai multe amanunte despre intretinerea motocicletei. Eu unul as fi foarte bucuros sa primesc astfel de sfaturi.

Din ce am auzit, cel care cel care i-a adus pe HD in Romania aduce si componente Highway Hawk. Am vazut un catalog de la HH si cred ca gasesti acolo tot ce iti trece prin minte si ce nu iti trece. Am inteles ca tipul este de asemenea doctor in Dragstar-uri (nu bag mana in foc pentru ca nu il cunosc dar asa am auzit) deci te poate ajuta sa iti alegi componente. Eu sunt inca un incepator in ale motociclismului si nu prea imi permit sa dau altora sfaturi. Totusi, din ce am constatat pana acum si ce am mai vorbit cu altii as spune urmatoarele: Daca ai sa mai buna decat cea originala atunci las-o pe asta. Eu am mers cu un prieten la drum mai lung (el are Suzuki Vl800) si la un moment dat el se plangea ca il doare fundul, in schimb eu stateam ca in fotoliu. Asa ca daca nu iei motocicleta doar pentru expozitie, saua trebuie sa fie in primul rand comoda si pe urma poti sa pui problema esteticii. Saua mea este Mustang (MustangSeats). Tobele custom sunt foarte apreciate. Si mie imi plac cum suna motocicletele cu tobe modificate. Dar si aici trebuie sa te gandesti bine pana sa faci pasul. Daca vi noaptea acasa cu motorul o sa trezesti tot cartierul si cu timpul o sa incepi sa iti faci toti vecinii dusmani. Daca nu iti pasa prea tare de ei atunci e OK dar trebuie sa nu iti lasi motorul nesupravegheat ca s-ar putea sa ai surprize neplacute. Si in trafic poti avea probleme cu soferi iritati de zgomotul tobelor.De asemenea, la drum lung, daca tobele sunt prea zgomotoase risti sa inceapa sa te doara chiar pe tine capul. Probabil ca nu spun o noutate dar exista un site special Yamaha pentru USA - StarMotorcycles Pentru fiecare tip de motocicleta exista o sectiune cu exemple de customizari. Poti sa te inspiri la greu de acolo. Aici gasesti componentele oferite de fabrica. La sectiunea Calendar Contest sunt exemple de motociclete customizate. Am pus aici numai linkurile pentru Dragstar-ul de 650 (VStar cum ii spune in US) iar cei care au alt tip de Yamaha pot sa caute in celelalte sectiuni. Profit de ocazie si va invit sa vedeti urmatorul filmulet . Ce ziceti daca am face si in Romania un club al posesorilor de chopper/ touring / cruiser Yamaha?

Am gasit un review despre Dragstarul de 1100, V-Star cum se numeste la americani. Din cate imi dau seama Silverado inseamna ca vine cu toate accesorile (parbriz, genti laterale, sisy-bar, suporti pentru picioare, crash-bar) gata montate din fabrica. 2003 Yamaha V-Star 3/27/2003 By Kevin Duke Yamaha V-Star 1100 Silverado There's a lot of motorcyclists out there like my friend Shawn. He's had his high-speed thrills aboard a Ninja 750 but, now that he's on the wrinkly side of 35, the Ninja no longer suited his more conservative demeanor. Dust currently puts more miles on his bike than he does. It was time for something new, but what? His visions of knee-dragging heroics began to recede in pace with his hairline, so his thoughts eventually turned to cruisers. And being a practical kind of guy, he didn't want to blow most of his savings just to carry around a certain badge from Milwaukee. Offerings from Japan are a good place to look for reasonably priced cruisers, but hitting the right styling mark and exhibiting a high level of fit and finish has proven to be elusive for some manufacturers. The trick is to produce an inexpensive motorcycle that isn't cheap. The venerable V-Star 1100 series is one of the bargains in the 1000cc-plus cruiser offerings. Using an engine that is not much changed from the old Virago 1100, the V-Star line consists of three models. Just $7899 will put you in the saddle of the Custom model, with its minimalist front fender and bobbed rear fender setting it apart from the valanced-fendered Classic versions. New for 2003 are optional cast aluminum wheels that bump up the spoked-wheel-equipped $8199 price by 300 bucks. But it's the range-topping Silverado version of the V-Stars we opted to test. At $9399, the non-Chevy Silverado is fitted out for light touring, cruiser style, with a bolt-on windscreen and studded leather saddlebags. A king/queen "touring seat" has matching stud work, and it includes a small backrest for the passenger. The new cast wheels are standard equipment. Although Yamaha has garnered much ink for its high-performance and racing heritage, it's actually the cruiser segment that is the company's best performers in American showrooms. As such, the Star lineup (that includes the big-inch V-Twin Road Star, V-4-powered touring-cruiser Royal Star, and 650cc V-Star) is of particular importance to the Japanese manufacturer. Key to the success of the Star series is the attention paid to the details. The V-Star 11s look more expensive than their modest costs. Wide valanced fenders are made out of good old steel, and the front one covers a fat 130-series tire on a 16-inch rim for the burly appearance of a bigger bike. A linkage-equipped rear shock is hidden away for that cool hardtail look, and the staggered shotgun exhaust is attractively slim and sparkles with a gleaming chrome finish. More of the shiny stuff is slathered around the V-Star, with much of the brightwork centered around the 75-degree V-Twin engine. Every engine cover is chromed, and the upper half of the cooling fins are polished to contrast with the blacked-out cylinder barrels. Helping meet the cruiser chrome quota, a chrome headlight leads the way while a chrome taillight housing and license plate bracket dress up the stern. An understated yet stylish Crimson Red/Root Beer Brown two-tone paint job and the addition of cast wheels is the only change for '03 over our 2002 test bike. The low-slung V-Star is a nicely finished retro-look cruiser, and the 65 cubic-inch engine continues the old-school theme. The wide-angle, 75-degree V-Twin has roots that stretch back several presidential administrations, with only a few concessions to the latest technology. Forged 8.3:1 pistons are more durable and lighter weight than the typical cast slugs, and a ceramic cylinder bore plating aids reliability and cooling. Before we fire up the V-Star, first we must search for the ignition key lock. Is it below the seat as on a Harley? No. Is it on the top triple clamp like just about every non-cruiser in production? No. It's on the right side of the steering head, dummy! The 1063cc, SOHC V-Twin comes to life with the help of a good ol' choke lever mounted on the left handlebar – no fancy fuel-injection here. Dual 37mm carbs help keep the price down, but make the bike more cold-blooded than an injected bike, despite the high-tech additions of a throttle-position sensor and heated mixers. Noise from the air-cooled lump is notably subdued, allowing Yamaha engineers to put a bit more throatiness into the exhaust sound from the staggered two-into-two shotgun pipes. Once up to temperature, the V-Star reveals its rider-friendly drivetrain. Clutch pull is quite light, and the cooperative, wide-ratio transmission makes things easy for newbies. First through third gears are quite short, allowing for strong acceleration, followed by a bit of a jump to a higher fourth gear that brings the revs down to a cruiser-appropriate cadence. A high-pitched whine from the gearbox's straight-cut gears is cool at first, but eventually becomes wearisome. Like any good V-Twin cruiser, the V-Star delivers its power at low engine speeds, with plenty of grunt just above idle. Dyno testing with our friends at White Brothers Racing revealed that more than 95% of its peak torque value is available at just 2000 rpm. Torque peaks at 2500 rpm (57.5 ft.-lbs.) and remains above 50 ft.-lbs. before gently tapering off at 5500 rpm, making the powerband superbly linear. The V-Star, with its oversquare, 95.0 x 75.0mm bore and stroke, revs out nicely. Its horsepower curve climbs steadily up to the 53.1-hp peak at 5800 rpm and hovers above 50 hp before the rev limiter cuts in at 6400 rpm. The V-Star's engine is remarkably well-mannered, especially considering its old-tech components and modest 1063cc displacement, and has enough oomph to run with some bigger competitors. The V-Star's riding position is thankfully not too radical. The handlebars have a surprisingly neutral location and hands fall naturally to them. Floorboards are cruiser-appropriate forward, but not objectionably so. Moderately aggressive cornering results in scrapage, though the spark show begins no sooner than most other cruisers. The heel-toe shifter allows the tips of a rider's Gucci boots to remain unscuffed. With the touring amenities of the Silverado, you'd expect the V-Star to be a composed mount on the highway. For the most part Yamaha has succeeded. Thanks to a long 64.8-inch wheelbase and the fork with a generous 5.5 inches of travel, the Medium Star delivers a comfortable ride. The low-tech, damping-rod fork sucks up most bumps easily if not plushly. The preload-adjustable rear shock—hidden for the slammed hardtail look—provides a class-leading 4.5 inches of travel to help soak up pavement imperfections. Still, larger bumps cause the rear end of the bike to launch upward on extension, making a rider wish for more rebound damping. Damping often gets overwhelmed with a heavy rider and/or with a passenger. Building to a price point has its limitations. Cruising speeds of up to 75 mph are relaxed, although engine vibes intrude once past that threshold. Although the V-Star has no tachometer, we can tell you the Dynojet dyno's speedometer indicated 80 mph at 4000 rpm. Freeway-speed cruising is hindered by buffeting from modestly sized adjustable windshield. It's actually quieter to ride with the face shield of a full-face helmet up than down, as the turbulent air performs a Keith Moon impression on a rider's helmet. The top of the windscreen can just barely be seen over by my five-foot-eight perched eyes, so visibility won't be a problem unless you're more vertically-challenged. If you're about my height, the turbulence coming off the clear shield eventually becomes an omnipresent annoyance. In addition, blustery air, such as when riding in windy conditions amongst freeway traffic, tugs at the fork-mounted windscreen to adversely affect the steering. A fix for the windscreen's shortcomings potentially lies in the extensive accessory catalog for the Star series of bikes. Yamaha says more than 700 items are available, and nearly 100 bits for the V-Star Classic alone are listed in the cruiser section of Yamaha's website. Included among a host of billet and chrome dress-up goodies, assorted handlebars and luggage, are several optional windshields. The broad, comfy saddle (it's too big to simply call it a seat) of the Silverado offers good long-range support for riders of my size, but tall riders can be confined in one spot by the large lip at the rear edge of the seat. A choice of four optional seats, including a solo seat, is offered by Yamaha. The standard passenger seat is quite broad, if a bit hard, and pillions really appreciated the extra security of the backrest. In addition to the windshield and touring seat, the Silverado version includes studded leather saddlebags that are reinforced with hard plastic bottoms. They really add to the bike's versatility, although they are a bit on the small side. Also, the pair of chrome buckles on each bag are more fiddlesome than typical hard bags, and they offer as much security for your belongings as the belt around your waist. Again, the accessory catalog has several options. The V-Star's dynamic handling is about what you'd expect of a cruiser of this size. The long wheelbase and raked-out front end results in somewhat lazy steering manners, although not stubbornly slow. Ride the V-Star in a relaxed mode and it handles as a good cruiser should: easy with no surprises. Get a little aggressive with it and the 639 pounds of weight begin to overwhelm the mild-steel tube chassis. Tossing it around like a sportbike, if you're foolish enough, will tie the flexible chassis in knots. Also, changing lanes over deeply grooved pavement will cause a bit of a weave. That said, a smooth rider can actually chuck the Star around fairly well, and it becomes satisfying to wear down the lead blobs on the bottom of the folding floorboards. The new 7-spoke cast aluminum wheels mean the days of inner tubes on the old spoked-wheels are over. A fattish 170/80-15 resides out back, while a wide 130/90-16 leads the way; spoke-equipped models like our tester have a 110/90-18 up front. The shaft drive eliminates the crud and needed adjustment of a chain drive, and drivetrain lash never becomes bothersome. Props go out to Yamaha for fitting dual front disc brakes to the V-Star rather than the cheaper single-disc setups on some other budget cruisers. But, while the twin-piston calipers offer a decent bite, the 298mm rotors seem unable to stand up to repeated abuse—ours warped from just riding around town. Just like J-Lo, a large and powerful rear (282mm disc) handily improves stopping potential. Also bigger than most cruisers is the V-Star's 4.5-gallon gas tank Fuel mileage depends totally on a rider's right wrist, as we observed a variance from 37 to 47 mpg. Take it easy on the throttle cable and you might see close to 200 miles between fill-ups. Keeping the focus on the glossy, two-toned fuel tank, we weren't enamored with the placement of the tank-mounted speedometer. It's impossible to read with a full-face helmet without looking downward, and the glare from the lighted instruments reflecting up into the windshield at night is a distraction. And while we're talking about the view from the saddle, we'd like to point out the attractive satin finish on the clamps for the chrome handlebar. Indeed, the V-Star has many handsome details, especially considering the bike's price point. Fit-and-finish is excellent for a bike in this price range, so a V-Star rider never feels underdressed. Convenience is enhanced by a locking compartment under the side cover that can store small items, and an underseat helmet holder that is overlooked on some other cruisers. The bottom line: The V-Star 1100 Silverado is an honest cruiser with versatility and performance that belie its sub-$10,000 price tag. An informal poll of V-Star observers consistently had its price pegged higher - sometimes much higher - than it actually cost. That, plus the fact that I never felt as if I were riding a budget cruiser over several week's of use, means the the V-Star is truly a solid value. So, to my friend Shawn mentioned in the intro, I may have found the perfect bike for you.

Problema mea cu Louis e ca nu pricep boaba de Germana. De aceea am cerut ajutor. Multumesc pentru raspuns in orice caz.

Eu sunt foarte nou motociclist cu totul. De abia am luat carnetul in toamna asta. In Noiembrie mi-am cumparat si motocicleta, un VStar de 650 sh din 2003 (sper sa se incarce pozele). Inca nu am iesit cu ea prin oras ci doar cativa kilometrii prin jurul casei pentru ca nu o stapanesc foarte bine si nu am avut curaj sa ies cu ea in trafic intens. In plus a venit si frigul care a mai adaugat si el ceva la senzatia aia de strangere (pe care cred ca au simtit-o toti incepatorii la vremea lor). Asa ca am pus-o la iernat si astept cu nerabdare vremea buna. Despre motocicleta pot spune ca raspunde foarte bine si este foarte iertatoare cu greselile mele. Este foarte manevrabila pentru gabaritul ei. Cu viteza nu pot inca sa apreciez pentru ca nu am mers tare cu ea dar pot spune ca are ceva demaraj (pentru ceea ce te astepti de la o asa motocicleta; cine vrea super demaraj poate sa incerce modelele de viteza mai degraba). La prima vedere isi merita fiecare banut pe care l-am dat pe ea si sper sa nu imi schimb parerea nici mai tarziu. V-as ruga, cine stie, sa imi spuneti si mie de unde as putea cumpara o pereche de proiectoare (care sa aiba aceeasi linie cu farul) si cam cat ar putea costa asa ceva. Va salut pe toti, iar cu cei care stau in Bucuresti sper sa am ocazia sa ma intalnesc in primavara.