Commentary

Long-Term Comparison: Yamaha V-Star 1100 vs. Yamaha G-Max

By Larry Mundy, ISRA #14762

Gearhead magazines are always running "comparison" articles, taking a group of machines with similar market focus on a quick zip through the Andes or to the South Pole or something, swapping machines and compiling lengthy articles of everyone's impressions, strengths and weaknesses, and so on. If you're wavering between buying the Kamasutra 2000 and the Pig Iron V-Sled, these sorts of articles can be a big help. There are also "long-term reports" that provide magazine staffs the opportunity to keep a certain coveted model until it's no longer current, and to report on what broke, what became irritating over time, and how much the frame bends in the average crash--also good information to know. Finally, some magazines give occasional suggestions on used machines to buy or avoid based on the desirability, reputation, and known design flaws of non-current models.

I propose to meld these three types of test together into the long-term comparison--something the magazines can't always do because the manufacturers want loaners back, eventually, and because even the big magazines don't have room to keep a particular model around as long as you and I do when we're making the payments. I'll start, logically enough, with the current contents of my garage. That means assessing the relative merits of a 2003 V-Star 1100 Custom, to which I have added enough accessories that the seat height is now 10 inches from the pavement, and a 2005 G-Max, which is Yamaha's entry in the exciting world of gas-powered golf carts. You read the title wrong and thought I said V-Max, didn't you? No, I would surely injure myself on one of those, and no one will loan me a test unit anyway.

I know what you're thinking (unless this ends up being printed next to a photo of a scantily-clad model, in which case I still know what you're thinking, so there). You don't see the value in comparing machines with such different designs and purposes. I have three responses to that: (1) they're both excellent Yamaha Motors products, and what's important is not what you ride, but the fact that you ride--how many times have I heard THAT in some magazine editorial? (2) this may assist the first-time buyer who's unsure what type of machine to get. (3) I'd be happy to do the same sort of test on all the latest giant cruisers, or 600-class sportbikes, or giant earth movers or 49cc Chinese scooters, but no one has trucked all this hardware to my door for an opinion, so I've got to go with what I have.

You may also object that both these machines are from a single manufacturer. To which I say, never underestimate the power of dealer distribution influencing purchase decisions. I'd love to test-ride an MV Agusta or sample a Ural, but when the nearest dealer is a three-hour flight away, what can you do? My Yamaha dealer is conveniently nearby, and it makes me feel all warm and homey to see so many of the checks I've written them prominently taped to the cash register. And when you have a mechanical problem on a cross-country jaunt, there's nothing more soothing than knowing there is a Yamaha dealer in just about every town big enough to have a traffic light.

Okay, so here are my impressions.

V-Star 1100

This is clearly the best value in all of cruiserdom. It's big, quick, looks great, and while I can't always make the payments just from change found in the couch (note to myself: cultivate richer friends), I haven't had to take a second job to pay for it either. It has one big gauge on the tank the size of a dinner plate, and I like the KISS approach. Like most cruisers today, the V-Star is delivered with an engine, wheels, and handlebars. Then you complete the package with accessories from your dealer that cost more than the original bike, in many cases replacing the perfectly good parts that came with it. Stock V-Star seats and mufflers are obtainable for 50 cents on eBay.

The V-Star, with "only" 1100cc and 50-something horsepower (remember when that gave you superbike status?), has good torque for around-town cruising, but I think it could use another gear for serious highway use (I mail-ordered some different sprockets for it but can't figure out where they go). It will run 80 mph all day long, or until it runs out of gas, which at 80 mph occurs every 48 minutes. Like most other V-twin cruisers, it is happiest at its torque peak, which occurs at 3 rpm. The exposed-shaft drive looks really cool if you scotch-tape streamers onto it.

The G-Max

Clearly, this is designed for more leisurely cruising than the V-Star, with a 357cc engine and 11 hp. Both machines share about the same wheelbase, but the G-Max is more stable at low speeds due to having a second set of wheels on the other side of the machine. This also saves the weight of a kickstand. Still, you really feel the lack of a second cylinder. The G-Max will travel at speeds up to 15 mph, but due to its versatile transmission design, it will also run 10 mph in reverse, which is a really stupid thing to do. Trust me.

The G-Max styling is not in the same league with the V-Star. While it has a swoopy, molded-plastic body, the effect is ruined by the tall, fringed-canvas top. The lack of headlights and taillights is also a drawback on most Interstate highways after dark. Overall, members of the opposite sex will think you look much cooler on the V-Star, even if you look like a fat version of Freddy Krueger. Trust me on that one too.

Handling

Despite the limited suspension travel and ground clearance inherent in the cruiser design, the V-Star acquits itself well in tight sweepers and over small-to-moderate bumps--just about anything smaller than a prone pedestrian. Steering effort is relatively light thanks to the wide, tiller-style handlebars, and the triple disc brakes can really scrub off speed in a hurry. The G-Max, on the other hand, has a very plush ride but can get squirrelly in evasive maneuvers, particularly when the rear cargo area is loaded with beer and golf clubs. With drum-type brakes on the rear only, when you approach an immovable object at a high rate of speed, your best bet is just to jump out screaming. Steering effort can be very high when you mistakenly pilot your G-Max into a sand trap.

Standard Features

Here the G-Max is the clear winner. For example, if you want luggage on your V-Star, you have to buy it, along with the racks and supports that secure it to the bike. The G-Max comes standard with FOUR cup-holders, armrests, a giant trunk that will hold two golf bags, textured floor mats, mud flaps, and a special basket to hold your sweater if the weather turns unexpectedly balmy. In other words, it's equipped exactly like a Gold Wing. Available options include a ball washer, which I don't think I've seen even on Iron-Butt touring rigs, but it might be a nice touch.

Maintenance

With its additional cylinder, dual carburetors, manual gearbox, and so forth, it first appears that the V-Star would require more maintenance. However, on the V-Star all maintenance items are easily accessed. On the G-Max, you can't even find the engine. It's probably hidden under all the bodywork, or maybe inside some little secret compartment or something. To get to the mechanical parts, you might have to lay the whole thing over on its side, and then you'd spill the contents of all four drink holders.

Comfort

The V-Star has a reasonably comfortable vinyl rider's seat, although much better ones are available in the aftermarket. The V-Star passenger seat is basically a padded brick. Factory seating is only available in black. A spacious and comfortable seat/bar/foot peg relationship allows fairly good long-distance comfort. The G-Max seats are available in your choice of Ivory or Tan vinyl, but don't provide a lot of support in fast corners since they are shaped exactly like park benches. The G-Max can accommodate an optional rear-facing seat, but riding in it just made me throw up.

Bottom Line

So which wins the comparison test? I personally favor the V-Star for its greater power, better looks, superior speed, and handling. But I have to admit that with the optional electric beverage cooler, and when you're in no particular rush to get anywhere, the G-Max has its charms.