Yamaha Virago 535

YAMAHA VIRAGO 535

CYCLE WORLD TEST

Proof that a low-cost motorcycle can still have style

MAKE THE MOST WITH WHAT YOU’VE GOT. That’s Yamaha’s current philosophy for conceiving and building motorcycles. It’s an intelligent tactic born out of the motorcycle industry’s need to slow the runaway technology race that, over the past decade or so, has rendered too many models obsolete after just one or two seasons on the showroom floor.

An elegant example of that philosophy is last year’s Radian 600, a relatively inexpensive but undeniably wellthought-out motorcycle put together almost completely with pieces from existing Yamaha models. And the latest result of that thinking is the Virago 535, the only middisplacement, Japanese V-Twin cruiser currently for sale in this country. Close examination will reveal that the 535 incorporates more components that are exclusive to it than does the Radian, but its concept is nonetheless the same: a stylish, relatively inexpensive “new” model built largely from existing hardware.

For the most part, the majority of the all-new pieces on the Virago 535 are styling-oriented. The end result is Yamaha’s most radically styled V-Twin cruiser yet, sort of a mix between a Suzuki Intruder and a Yamaha V-Max. But the 535 has no pretentions about being a scaled-down V-Max in terms of performance; instead, in both power and size, it is more like a HTe-Max.

Still, the bike is so perfectly proportioned that you don’t realize just how small it is until you're actually standing beside it. All of the correct styling elements are present and accounted for, giving the 535 the requisite long, low, Harley-esque look. It has a proper pullback handlebar, a tiny, teardrop-shaped tank (which is not really the gas tank, but a cover for the airbox built into the pressed-steel frame’s backbone), and a skinny, 19-inch front tire with a fat, 15-inch rear, both mounted to chromed, wire-spoked wheels.

But the centerpiece of the 535 is its air-cooled V-Twin engine, which has been styled to look bigger and more sophisticated than it actually is. Inside, it’s basically the same single-cam, two-valve-per-cylinder motor that powered the now-defunct XV500 Virago of a few years ago. The only significant internal differences are the 535’s 3mm-larger bore and marginally lower compression ratio. The stroke remains the same, as do the main crankcases, the gearbox and even the 34mm CV carburetors.

Thanks to some serious cosmetic work, though, the engine looks all-new. In particular, the cylinders and cylinder heads have been restyled to have a cleaner appearance and seem more like they belong on a much bigger V-Twin. The finning is abundant and of the fine-pitch variety, again, much like on a Suzuki Intruder; and it extends from the bases of the squared-off cylinder barrels, almost all the way to the tops of the cylinder heads, which are capped with polished-aluminum beauty covers that conceal the sparkplugs and their attendant wiring. The net effect is a clean, attractive, more modern-looking engine than the old XV500 motor.

Styling tricks are also found in the twin shorty exhaust pipes on the right side of the machine. Their abbreviated length is a clever disguise, because most of the system is hidden below the sidecovers, down near the swingarm pivot. Only after flowing through the concealed plumbing do the exhaust gases finally exit the twin pipes.

Functionally, the 535 engine has its own special appeal, for it puts out an adequate but unintimidating quantity of easily controllable power. The powerband is very broad and smooth, with the best power produced at low and middle rpm. The engine will easily rev to maximum rpm (although there is no tachometer to tell you when you’ve reached the 8500-rpm redline), but it doesn’t deliver all that much acceleration in the last one-third of the rpm range. Besides, the engine buzzes quite a bit at higher revs, whereas it is much smoother and more powerful in the low and middle rpm ranges.

Thanks to controls that work easily, operating the 535 is a simple matter. The cable-actuated clutch engages smoothly and requires only a light pull, and the gearbox shifts easily and positively—although each shift is accompanied by a loud clunk. Some of that noise emanates from the shaft final drive; but no driveline lash is evident, and there is little of the typical shaft-drive torque reaction by the chassis. Stopping is easy, as well. The rear brake does require a delicate touch, for it tends to lock up a bit too easily. But the single front disc provides sure, twofinger stopping power while being sensitive enough to allow the rider to brake hard without locking up the wheel.

Things aren’t so rosy in the suspension department, however, which is one area where Yamaha conceded too much to its cost-accountants. The worst offenders are the absurdly spindly rear shocks, which look more like screendoor closers than motorcycle suspension units, yet they feel like they’ve been pirated from a Mack truck. They only provide about three inches of low-quality travel, so they’re very harsh over small bumps, but bottom-out over big ones. With a passenger on board, there effectively is no rear suspension at all, since the shocks are practically bottomed all the time; and there are no adjustments to help improve the ride.

What’s more, while the front suspension is better than the rear, it’s still not quite up to current standards. As long as the road is smooth or has smallish bumps spaced fairly far apart, the ride is compliant; but over larger bumps, chuckholes or a series of ripples, the fork lacks the damping to cushion the rider from much of the impact. Yamaha would do itself—not to mention anyone who buys a 535—a huge favor by spending the money to equip the littlest Virago with a real suspension. It could only make the bike more appealing to prospective buyers.

Despite its inadequate suspension, though, the 535 actually handles half-decently. It has good straight-line stability, and though it’s not able to keep up with a sportbike in the twisties, it goes around corners with competence and ease. Initiating a turn requires only a light touch, and the bike stays on line until told to do otherwise. The Virago’s front end isn't as radically raked-out as those on many cruisers, including Suzuki’s 650 Savage, so it has lighter, easier and quicker low-speed steering. Ground clearance isn’t plentiful, with the lowish footpegs the first items to touch down, but it poses no problems at reasonable lean angles.

The footpegs had to be mounted low to complement the Virago’s very low—28 inches—seat; otherwise, the rider would have been too cramped. But surprisingly, the seating position is quite spacious for a bike of this size, and allows a comfortable and relaxed posture. The seat itself is a long, thickly padded unit with a softly rounded rider portion, and a step that is neither sharp nor steep enough to prohibit taller riders from moving back if necessary. But a passenger will probably beg to be let off after just a few miles on the back of a 535; the rear part of the seat has little padding, the buddy pegs are very high, and there is little for a passenger to hang onto other than the rider. Yamaha does have a small backrest available as an option that should make passengers feel more secure if not more comfortable.

But then, riders and passengers alike won’t have to suffer too long between breaks, given the 535’s limited range. The under-seat fuel tank holds just 2.2 gallons, so the lowfuel indicator light comes on at around 80 miles. You need to find a gas station as soon as you flip the handlebarmounted, electrically actuated petcock switch to Reserve. Obviously, the 535 Virago is not the ideal bike for a ride where the gas stops are about 100 miles apart.

But, despite its limited fuel range and its bargain-basement suspension, the 535 Virago still comes off as a pretty nifty little cruiser, a well-rounded machine that strikes a nice balance between function and style. It performs well enough to attract experienced riders who don’t want the bulk and power of a large V-Twin, and its compactness and ease of operation are ideal for smaller or inexperienced riders who feel intimidated by big bikes. And its sales appeal is further enhanced by its $2699 retail price.

So, like the Radian before it, the 535 Virago makes a good case for Yamaha’s belief that the best motorcycles don’t necessarily come from all-new designs. It demonstrates that sometimes, using current technology and existing parts results in a better, more-attractive machine. It’s called making the most with what you’ve got. E3

YAMAHA

VIRAGO 535

$2699