Table of contents
Yamaha
37 pictures
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First look at the device from all sides…
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What is there on the tachometer on the top right? It’s a shift light.
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Anyone who invests as much energy in a design as Yamaha does with the Vmax will of course also practice photo art afterwards.
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“Where there is smoke, there is fire”, speaks the vernacular. “Or a fog machine”, may be added.
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Et alors – en detail: A six-piston fixed caliper bites into each of the huge wave discs at the front.
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The 298 mm wave disc at the rear is designed right down to the brake disc carrier.
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Preserved the look of the original type: large, side air scoops. And this time, they actually supply the engine with fresh air.
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A cylinder angle of 65 degrees is 5 less than that of the ancestor presented in 1985. But it’s a V4, of course a dohc engine – and it has pressure, pressure and more pressure!
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Even the gimbal is neatly packaged.
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If those bags sound what they look … poor neighbors.
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Reduced, but by no means dainty: the Vmax from the driver’s perspective.
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Four cylinders – four bags. That’s the way it should be. You actually know since the first Honda CB 750. Why are fewer and fewer manufacturers sticking to it?
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Maybe a touch too colorful. But unfortunately the legislature does not tolerate black indicator lights.
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Vmax goes Gameboy … but where there is a lot of electronics, there can also be a lot of electronics, right?
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The saddle looks really classy, especially with the red stitching. And as if he had a good grip on the very best when accelerating.
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The timing chain drives the inlet camshaft, which drives the exhaust camshaft via spur gears.
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Forged piston and hardened connecting rod.
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Two more camshafts, floating freely.
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An anti-hopping clutch (recognizable by the ramps and counter ramps in the two parts of the clutch hub; front left and right) regulates the frictional connection between the crankshaft and transmission.
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A bridge frame welded from cast parts could hardly look more classic. The motor (not in the picture) is designed as a load-bearing element.
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4-in-2-in-1-in-4 – and that in a very small space, respect!
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Adieu! See you on the autobahn…
motorcycles
Premiere: Yamaha Vmax
Premiere: Yamaha Vmax
200 hp Vmax
Content of
Now it is happening, after years of politically correct “Nope-never”: With the Yamaha Vmax, the first manufacturer tears the 200 hp mark in series production. Cheers here, wild horror there ?? let’s let the torque wave slosh over us.
Uwe Seitz
October 15, 2008
200 hp Vmax
This opportunity has arisen Yamaha stupidly missed. The Japanese put a motorcycle monument with sensational performance data in front of our noses, talk about dragster genes and talk about the project in connection with the Vmax development “acceleration”. But instead of letting the drooling brood of journalists gathered on a drag strip here in the USA experience this acceleration in a hand-to-hand attempt, they send us down strictly speed-limited streets. It’s a bit like testing deep-sea diving equipment in a non-swimmer pool. Are you scared of your own product now? But we wouldn’t be us or just not quite at ease if we would Vmax don’t let go of the leash anyway. Flat road, eyes open, no cops around, tap open. Yiiiieeeepy-ei-yeah! The Vmax experience condenses on this engine: four-cylinder V, matt black, 1679 cm³ in the waterworks, 200 hp, 166 Nm, paired with high-tech: YCC-I (variable-length intake funnels as with the R6 and R1) and YCC-T (the Yamaha Drive -by-wire system).
Even red lights whet your appetite. Applying enough gas for a quick start with the clutch pulled is a real show. In the cars standing around, everything turns heads, even the guys in their V8 Dodge. With a bassy growl, the V4 gets ready for execution. Green: let the clutch grind in with feeling, boldly turn the right handle backwards and bye? with a sensational sound, whistling very high, refreshing the heart. A look in the rear-view mirror brings certainty, the long black line on the road proves that the sheer power simply made the rear wheel spin. If the Vmax did not weigh in at a whopping 310 kg, which it distributes very heavily on the front wheel, and if it had no ultra-long wheelbase of 1700 mm, a final somersault mortale threatened each time with such a number. But he doesn’t. Instead, it continues to move forward vehemently, let yourself be pushed into the clean, flowing corridors and enjoy this powerful propulsion. Brachial from 4000 / min. At around 6000 rpm, the Vmax seems to have an influence on the plate tectonics and thus to conjure up earthquakes. It’s better to claw your fingers tightly around the rather narrow and towering handlebars. Incidentally, at 220 km / h the electronic end is intentionally, the Vmax experience is just not at top speed.
Smooth running, chassis, engine
Yamaha
Believe it or not, the new Vmax engine is narrower than its predecessor.
The running culture is impressive. The engine, now with 65 instead of the old Vmax with 70 degree cylinder angle and smaller dimensions, is even more compact, is surprisingly easy to turn. It goes up harmoniously through the speeds. The V4 vibrates surprisingly moderately. The engine takes on the gas directly. The cardan also operates inconspicuously, without much jerking. The bad conscience and fear of Dirty Harry in the Highway Patrol Chevy slow down the driver only with great effort. Well, the USA, land of the free, ?? You’re not that free here again. But the hills of California also have winding roads where other virtues count. However, this is where the Vmax has its difficulties. This not only has to do with the somewhat inactive seating position in the power cruiser style and the lean angle that was limited early on by the notches. Long curves that are driven with a full pull make the Vmax swing all too easily. Fully adjustable shock absorber or not, even properly hardened, the Yamaha continued to waggle around such curves. The shock absorber should not be to blame for this alone, as the 200 mm slipper at the back also contributes to the weight. If, on the other hand, the curves are very tight and have to be taken slowly, another phenomenon shows up: the mighty 52 mm telescopic fork simply steers in by itself, which clearly lets the Vmax drop inwards. The large caster of 148 mm probably plays a role here.
Overall, the Vmax is no handling miracle, but considering its heavy weight, it does its job quite well. The brakes work flawlessly, are very easy to adjust and great for decelerating. It is also reassuring that such a mammoth has an ABS. Conclusion: The Vmax engine is a big deal. So much pressure ?? unlimited, as we were assured ?? has no other motorcycle. Putting it in a chassis that also works flawlessly didn’t quite work out. Nevertheless, the new Vmax will undoubtedly be a cult bike: 1100 have already been sold in Europe.
| Technical data Yamaha Vmax |
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