YAMAHA V STAR-1300... Yamaha's Power Big Bike

The first obvious assumption about the V Star 1300 would be that it will replace the V Star 1100. Instead, the 1300 slots into the gap between the 1100 and the Road Star, filling out the deepest model line in metric cruising. A quick comparison of the V Star 1300 and the 1100 provides a nice overview of what cruising has become since the little brother's introduction as a 1999 model.

The second obvious-and also incorrect-assumption about the V Star 1300 would be that the engine is merely a bored and/or stroked version of the 1100 mill. However, the V Star 1300 sports an all-new liquid-cooled, 60-degree, V-twin engine. The oversquare 100mm x 83mm bore and stroke yields a 1304cc displacement. This engine configuration is somewhat surprising since, as an engine becomes more oversquare, it tends to lose bottom-end torque-something most V-twin cruiser manufacturers strive for. The payoff for having a shorter stroke tends to come in the midrange and top end. Four valve heads control the fuel mixture's path through the combustion chamber. The 1300 weighs in with a 9.5:1 compression ratio compared with the 1100's 8.3:1-a hint that Star was looking for more power from the 1300. The single overhead cam controls the valves via friction-reducing roller rocker arms. The more efficient rockers also allow for higher valve lift ratios to increase power output.

Power is transferred from the engine to the transmission via a 10mm-larger-diameter clutch. To assist in managing the increased horsepower, nine fiber plates (an increase of one) are called to duty. The transmission features taller gear ratios, with fourth gear on the 1300 providing the same ratio as top gear on the 1100. A true overdrive fifth gear on the 1300 also helps to keep the vibrations at bay by helping minimize the engine speed to the tune of 450 rpm during highway riding. The Star engineers claim the tachometer (if there were one) would read only 3400 rpm at 70 mph.The gear dogs are square cut for more precise shifting. Finally, the stylish but old shaft has been replaced by a slinky carbon-fiber-reinforced, 28.6mm belt.

The V Star's ground clearance is better than you'd expect from a cruiser with floorboards. (In fact, the Star leans farther than a VTX 1300 without touching parts.) The only real performance issue with the V Star 1300 is the brakes. The two-piston, single-action calipers are decidedly old tech. They do a decent job of hauling the bike down from speed-but only if you put enough muscle into the lever. Four-piston calipers would probably remedy this quibble. Still, in a panic stop situation, the brakes do get the job done.

The New Hummer HX

Over at the Detroit Car Show held last January, Hummer has unleashed its new baby.

Looking to challenge Jeep Wrangler head-on, Hummer has come up with an entry-level offering called the HX. Riding on a 103.0-in. wheelbase, the open-top HX measures 171.0 in. overall and is powered by a 3.6-liter V-6 producing 304 bhp and 272 lb.-ft. of torque. The engine is mated to a 6-speed automatic transmission. The suspension features an independent front with coil-over shocks and a semi-trailing link rear. Brembo 6-piston caliper front and 4-piston rear disc brakes are found beneath 20-in. alloy wheels.

This rugged, go-anywhere, do-anything SUV has the angular, bare bones look of the original H1, but on a much smaller scale. The face of the vehicle has round headlamps in square housing, the seven-slot grille opening and an upright front windshield, all classic Hummer cues. In addition, the slant-back design of the HX and the matte olive paint scheme are intended to echo the military origins of the Hummer brand.

The top can be reconfigured from a closed cabin for all four passengers, an open rear cargo area like an SUT, or a completely open roadster. The exposed hinges allow the two doors to be removed, and the composite fender flares can also be detached for additional clearance on tight off-road trails. -->

Motorcycle safety

There are many people who feel it is a badge of honor to log a thousand miles in 24 hours on a motorcycle. However, close examination shows this to be a rather dubious claim to fame.

To make the required mileage, the rider has to ride at excessive speeds for sustained lengths of time. High-speed highway riding is always high-risk riding, especially at night. Riding at high speed cuts time and distance to react, even in daylight. At night, by the time something breaks the headlight beam, there is no time to avoid it. This is called overriding the headlight. When the object is a deer, a vehicle, or the side of a boxcar, the results are never in the rider’s favor.

A rider who pauses only long enough to refill the tank does not take time to mentally refresh himself or to check his bike. His only focus is to get back on the road. He fails to notice a bubble in a tire or a drop in tire inflation. His taillight might have burnt out, or the chain may be loose. A sudden failure, especially at high speed, may result in a potentially fatal fall.

Add to that rider fatigue and you have a formula for a fatality. A fatigued rider’s senses begin to dull, impeding judgement and slowing reaction time. Droopy eyes don’t search the road effectively. Depth perception diminishes. White line fever develops and the rider’s attention strays. Coffee and caffeine pills wear off suddenly, leaving the rider suddenly overcome with the need for sleep.These factors combine to make a deadly and often fatal mix. Is it worth the risk for a little pin? I think not