YAMAHA VIRAGO

well; not so its ergonomics, which are early-cruiser cramped. The 1100 places bar, pegs and seat so close they enforce a bolt-upright riding position that transmits bumps coming through the rear suspension straight up the rider's spine, The Virago's 29-inch seat height is great for paddling, but needs to offer more leg room for serious touring.    When things get snaky, the Virago's light weight, conservative steering geometry and abbreviated wheelbase keep the XV barking its shins well before its time-footpegs touch down at the first hint of spirited riding, followed shortly by harder stuff. The fork likes to live in the middle of its air-pressure range: stiffening shock preload and in creasing damping force keeps the rear end in check. But over fast, rough pavement, what suspension control the XV enjoys comes from stiffness. not sophistication. Bridgestone Exedra tires pro- vide ample grip and seem immune to all kinds of rain grooves: dual slotted discs provide plenty of stopping power. Say what you will about its looks, the Virago works-without water jackets or radiators or counterweights or multi- valve, multi-plug heads. It works through simplicity, not complexity in disguise. The Virago is in a curious position, combining the best power, price and handling of the big cruiser vees with the most unfortunate ergonomics of the bunch.
   After exploring monoshock suspension, digital instrumentation, and a try- out with a half-sister Eurosport 920. the Virago remains a motorcycling staple, a V-twin classic now adrift in its chrome period. We know what makes the boys at Pepe's dig this Virago-yeah, the chrome is hot. What we like about the XV1100 is how it does what it does so casually, directly, solidly, honestly-and that is definitely cool.