The Yamaha Virago soft-chopper was the first Japanese cruisers with a V-twin engine.

Since 1981, first with a mono shock rear suspension, later with dual shock, it put hot coals under the feet of Harley Davidson, that lobbied to have the original 750cc Japanese giant taxed - beyond 700cc. Yamaha reduced the cc to 699 and than brought out a 500 and a 920cc version in 1982. In 1984, the entire series was redesigned and became the best price-quality cruiser available, boosting the big bike to 1000 cc and in 1986 to 1063 cc. Since than, the Virago’s always come out first in tests comparing the overall price/quality, reliability & durability, fun & looks. Since 2000, they are followed-up by the new line of V-star and Rod Star cruisers, dumping the Virago name, exept for the 250 cc cruiser. No problemo. Users like me will keep it alive.

PS: In Brussels (Belgium) the word “virago” stands for a “crazy-lunatic woman”.
It’s not ment to be a compliment, but, being a guy, I consider it to be a perfect name for the bike.

How I ended up with a Virago (referring to the bike):

When I was a young* brat,
(*early 19eighties) I began driving (read : molesting) an originally topped down Yamaha RD50M that soon became a 70 cc with an open exhaust pipe, reinforced roulements & a high speed piston & segments. In those days the cops were kinda friendly and the Mikuni carb was replaced by a hungry Delorto 19.9 that boosted - among a more refined polishing job inside the cylinder intestines - the little RD to 110 km/h (77 mph) not even using an aluminum cylinder but loving the smell of ether in the morning. I did not have to remove those annoying blinking lights,... got ‘em off naturally rubbing the soil. The simile seat was replaced by a home made 1 inch alternative, the gear pedal reversed and the steering bar fully lowered down so that it looked by far like a kinda racebikette. Damn fine bike. Well, so far for the old days. And more than once, i heard segment particles rinkletincle trough the exhaust pipe,... letting me push it for the rest of the traject, or with some luck have enough compression left for a walk in the park velocity. Eurgh,.. I sold it after almost a decade for peanuts (read : spare parts) - still running but without clutch - after a collision with a Brussels tram/streetcar. That was a bad idea, a very very bad idea,... and the end of biking so far.

During a next 1,5 decade, married to 1 wife, we got 2 kids and 3 dogs, I let the need for transport space rule over the guts and so,... I modestly drove a casual Opel Kadett, a Toyota Corolla and finally a Honda Civic,... until my mid life crisis brought me back to my first love. For some time I prudently & respecfully towards the nice bike drove - don’t you giggle - à XV 250 cc Virago. This is the last remaining Virago to be produced. It is a 100% fun bike with enough power to give it the custom feeling and let it hit the highway as well as compete with any other bike inside the city limits. Yes, I know that male snobs call it a woman’s bike,... so that’s perfect for a woman’s man. And it has the looks, that’s for sure. Most people took it for a more heavy cruiser due to the exuberant size of the cylinder coolers. Those who know the Virago line, but did not have one, supposed: “That it’s a 125 cc version, right?” “Yea,... sure if that makes you feel good about your own 2 wheeler.”

And while looking for an affordable XV 535 or 750 to have some more power on the highway, I bumped into a shiny 1100 that looked like new, even though it already had 39600 km (26400 miles) of loyal services. (Note : And only 12 months later it had 57.200 km on the counter,... but holding steady like a rock). It’ one of the few cruisers with a cardan in stead of a chain or belt. It’s traction in low rpm is absolutely fabulous and it’s stability and maneuverability is outstanding for a long basis bike. That’s why it’s appreciated by man and woman on the highway as well as in the city. It’s the ultimate unisex bike for big as well as small folks. There’s no such biker that can not learn how to ride an XV1100, while the more experienced rider pures all the fun out of this reliable giant. No, not even an all American Bike does better. Choice can be a matter of taste and budget, not overall quality. See the comparison.

I believe that an average male needs up to his 40th birthday until he’s tranquil enough to drive a potent bike without loosing his head, anyway, this man did. So, that leaves the mid life crisis as a perfect excuse towards the wife. Woman in their 40 ties know that it’s best to accept the bike... ;-)

The rest is history. It cost me half the price of a new XV 250 cc. It took roundabout 500 Euros more to have the bike fully restored in a perfect condition of security.
Read the review in Dutch.

So I never drove anything else - except the occasional test drive - besides a Yamaha.
Call me an adept or ignorant. I trust the brand. Meanwhile a long life friend (refurbisher of old cars, kitcars & bikes) learns me the basics of how to dig into the heart of this old heavy bike.
It’s not a RD50M, that I can tell you, but it’s still technically a fairly simple bike to handle.

     (My 1100 XV - 1995 - picture 2006)

... the 1995 Harley-Davidson 1200 Sportster and the 2006 Harley-Davidson Road King.

Production:1986 > 1999

Rolling Chassis:
Frame Type: Pressed steel backbone
Front Suspension: Telescopic fork
Front Wheel Travel: 50 mm (6 in)
Rear Suspension: Swingarm
Rear Wheel Travel:97 mm (4 in)
Front Tire Size: 100/90-19 57H
Rear Tire Size: 140/90-15M/C 70H
Front Brake: Dual 282 mm (11 in) discs
Rear Brake: Drum
Trail Length:129 mm (5 in)
Castor Angle:32°

Engine:
Type: 4 stroke
Bore and Stroke:95 x 75 mm (3.7 x 3.0 in)
Bore/stroke ratio:1.266667 (oversquare)
Displacement: 1063 cm³ (65 csi)
Compression ratio: 8.3:1
Valve Train: 2 x SOHC
Lubrication System: Wet sump Cooling System:
Air Cooled Carburation:2 x Mikuni BST40
Ignition: Digital
Sparkplugs: NGK BPR7ES
Max Power:61.7 hp (45.4 kW) @ 6000 rpm
Max Torque:85.3 Nm (8.7 kgf·m, 62.9 ft·lbf) @ 3000 rpm
Starter:Electric

Transmission:
Clutch System: Wet multi-plate
Clutch Operation System: Manual Gearbox: 5-speed
Constant mesh Gear Ratio 1st:2.294:1
Gear Ratio 2nd:1.666:1
Gear Ratio 3rd:1.285:1
Gear Ratio 4th:1.032:1
Gear Ratio 5th:0.852:1
Final Drive: Shaft

Dimensions:
Fuel Tank Capacity:16.8 L (4.4 gal)
Fuel Tank Reserve Capacity:3.0 L (0.8 gal)
Overall Length:2285 mm (90 in)
Overall Width:840 mm (33 in)
Overall Height:1190 mm (47 in)
Wheelbase:1525 mm (60 in)
Seat Height:715 mm (28 in)
Ground Clearance:145 mm (6 in)
Dry Weight:221 kg (487 lbs)
ElectricalBattery:12v 20Ah
Main Fuse: 30A