Yamaha VMax 1700 motorcycle test

Menus

• The return of a legend
• The return of the good, the bad and the tonic-truante.
• Discovery
• In the saddle
• In the city
• Motorway and expressways
• Departmental
• Part-cycle
• Braking
• Comfort / Duo
• Consumption
• Conclusion

The return of a legend

The return of the good, the bad and the tonic-truante.

Certain celestial objects cross our orbit according to a periodicity which is specific to them. That of the V-max is a quarter of a century. So in 1984 a machine as improbable as it was unexpected fell from the sky: the 1200 V-max. Launched in Las Vegas and originally designed for the American market, the V-Max only arrived in Europe through the foresight of Jean-Claude Olivier, then director of Yamaha Motor France..
At the time, it was already his dragster show bike plastic that fascinated the avid retinas of thousands of bikers. But also a technical peculiarity, illegal in our borders, called V-boost … This esotericism designates a Yamaha system which, after a certain speed, allows each cylinder to be fed no longer with one, but with two carburettors. This results in increased power and a sudden acceleration effect from 6,000 rpm … All in a cycle part unfortunately overtaken by mechanical thunder and clearly insufficient braking.
Still, the national ban has made it all the more desirable and addictive, even without the "magic" effect. So much so that it is essentially the French demand that dictates the return of the UFO. And 2009 thus sees the return of the comet to tuning forks that all eyes once again follow until its Hyper Modified version in 2011.

Discovery

Like any rare stellar traveler, the new monster of the Japanese firm was all the more eagerly awaited. His superlative surname evoking a sulphurous reputation, the terrible offspring had to mark, once again, the spirits. The promise was kept, and oh-how…

While keeping an obvious genetic lineage in the least of her attributes, the Japanese woman makes excess her key word. Long, wide, bodybuilt, the general aesthetic made in the assumed virility. The volumes of any part of the machine are even more generous and their appearance much more modern. But the main style remains dominated by the two massive and legendary scoops framing the prominent and fictitious tank.

These forced air intakes, duplicated on this new model, are one of the signatures of the V-max aesthetic, like the double counters and the gimbal. Under the legendary aluminum protuberances, a double and large radiators capture the air flow, preceded by the massive classic 52 mm fork, with deep blue tubes, adjustable in compression and rebound. The front optic with a complex surface is fitted into it, surmounted by a drop-type night light thus stretching its shapes.

The driver’s hyper-generous seating position increasingly relegates that of the accompanying person to the function of a pleasant jump seat. The saddles rest on a long rear shell, the end of which receives a row of red LEDs, framed by similar indicators.

Still present, the aluminum hulls bearing the Alien surname are just more massive. The rear hydraulic adjustment knobs, compression-rebound, are easily accessible from the passenger footrest plates. Leaning on the rear wheel, we will admire the rim with 5 slender branches and the design of the swinging arm supporting the shaft transmission..

Don’t look for the shock absorber. It hides between the massive plates of the frame. It now calls on the best of modernity, combining a mixed construction. Extremely strong and lightweight, it consists of a variety of gravity-cast, die-cast and extruded aluminum sections. In addition, the engine block serves as a stiffening element. But that is of course not his only interest … far from it.

The V4 is the staple of the myth even devoid of the V-boost from the past. Collectors sheathed in a satin metal case are responsible for conveying the dantesque breath of the double V2 to the muscular titanium exhausts. The return of the double twin cylinder is of course made with an exponential increase in its characteristics. Less open (65 ° against 70 ° previously), its displacement increases to 1,700 cm3 but only thanks to an increase in bore (76 to 90mm). The race remains in effect unchanged. It’s the only one. Because the block is completely revised, to the latest technology standards. New, more compact cylinder heads with twin camshafts, iridium spark plugs, valve angles reduced to 29 ° (14 ° intake and 15 ° exhaust), forged aluminum pistons and an anti-dribble clutch. The airbox also doubles in volume but not the block: although it is 40% larger in displacement, it only takes 6.5 mm in height and is even reduced by 27 mm in length..

Finally, electronics are in the game. Thus, acceleration is monitored by the YCC-T (Yamaha Chip Controlled Throttle). But it is above all the YCC-I (Yamaha Chip Controlled Intake), a development stemming from the hyper sport R1, which forges the unmatched character of the V-max of the new millennium. This electronically controlled, motorized variable air intake system regulates the length of the intake pipes. When the engine speed exceeds 6,650 rpm (4,000 with us), servomotors cause the instantaneous separation of each duct. This shorter circuit allows the V-max engine to deliver significant performance from mid-range to the red zone. Quite a program … Because on the free planet, 200 horses at 9,000 rpm will surge from its entrails of another world! In our small hexagon, it will be half as much, at 5,250 rpm. Half an engine so? We will see later.

Despite this national farce, Super Yam ’nowadays sports enough to stop its hellish progress. Two 6-piston radial calipers bite the 320mm wave-type front discs. The simple but maxi 298mm rear element is clamped by a 2-piston caliper. The system embeds ABS for even more efficiency, including the perfect integration of the thick mobile indicators.

The finish of the V-max is remarkable, the surfaces of its components beyond criticism. Matte black engine housings with brown elements, swingarm line, frame treatment, part adjustments … it’s flawless. But it’s time to ride the alien.

In the saddle

The reception is amazing. Pullman place but spartan comfort … as if your palace room contained a camp bed. In addition, the legs are particularly wide apart on this firm seat, despite a saddle placed 775 mm high which will not be of any help at least one meter seventy-five.

The V-max imposes an almost fixed position: knees under the scoops, the pelvis embedded in the machine, between the saddle backrest and the hump of the fake bottle, arms slightly outstretched. Thus installed, the pilot discovers a cockpit that smacks of the power cruiser from across the Atlantic. A large round tachometer, containing the tachometer LCD window, with a large-diameter external LED indicator, faces it. The whole, held by two large metal legs, rests on an elegant but massive triple tree clamp attached to a steering column with the appropriate aesthetic.

Same impression of strength for the fixing of the handlebars with variable diameter. This somewhat hides the hydraulic fork adjustment systems, the trigger knobs of which can be adjusted by hand. The commodos are at the usual standards.
Covered with an aluminum cap, a remote screen takes the place of the usual fuel cap. Two graphs represent the fuel gauge and the engine temperature level. It also displays an odometer and two partials or the mileage in reserve, the time and the gear indicator light. To access the real tank, you have to swing a trigger hidden under the rear shell. The seat backrest lowers and reveals a shutter without a hinge…

More practical, the mirrors offer a wide field and the crutch is easy to handle. Surprisingly, this does not turn off the ignition if you forget … Another annoying element: the enlarged cladding of the ignition key button. If once installed it effectively hides the starter appendage, having it in your pocket is hardly pleasant. So much reason to leave it in its true place and finally awaken the powerful UFO (Non Interceptable Venerated Object).

In the city

Waking up is not necessarily easy, but the ramage is as high as the fairing: ample and deep, embellished with slight pulsations of impatience. Report: engaged. Clutch: let go … the crew then tries to evade the gravity of the earthly attraction. And in the city, it’s not easy because the steering feels heavy during slow-speed evolutions. The dashing intersider ship quickly turns into a mere anvil of tight space. If interlocking is not a problem, the large wheelbase and a very open column angle (30 °) make the balance average to very moderate pace. The general oversize at an inevitable physical cost and the laws of gravity apply even to V-max and its 310 kilograms. We will therefore avoid soft ground, sloping paved roads and other U-turns in narrow streets..

There are, however, some good surprises. The V-max is particularly flexible, accepting to run on the last report to less than 2,000 turns. The large and readily available couple participate in the approval. In addition, above 20 to 30 km / h, agility is very decent despite a 200 mm shank at the rear. So much the better, because the gearbox is not a model of smoothness, especially when downshifting.

Let’s focus on the avenues. Sitting on the pit lane, your eyes blazing at the red light, you are ready to transform yourself into a roaring meteor. Green ! Yeeeeeeehaaaaaa … in an instant the mirrors are emptied of all mechanical life. And we quickly grab the brakes. The deceleration is effective, placing your mount and yourself in the position described above on the next tricolor. Ready to repeat the exercise … Quite frankly, it is difficult to see, in mid-regimes and in the city, the effect of our legislation. The accelerations are enormous from 3,500 revolutions and become unmanageable in urban areas past 4,000 revolutions / minute. All the more reason to try to cross the big sound barrier towards freer horizons.

Motorway and expressways

This is why there is such an important seat backrest on this Yamaha. To keep you on board. Because even in compulsory partial unemployment, the 106 other canassons are trained for the race. Engineers deserve credit for having preserved as much as possible the approval of an extraordinary motorcycle for a small hyper-standardized country. And it works … from 4,000 to 6,000 turns especially.

Thereafter, the thrust remains strong and constant, but without being cosmic, until the breaker, 3,500 revolutions above. In the free version, hyper-space was open to you … in every sense of the word. The rear cover would slip away on almost any gear on a full go-around and your eyes would be sunk deep into your sockets..

But let’s put things in perspective. By the time the tremendous momentum is reduced, we are already moving at 170 km / h. The 200 km / h can then be reached very quickly and easily. In addition, the speed is initially restricted to 220 meters, ie a speed of 8,000 revolutions on the last report where the shiftlight is in a panic. And at legal speed in 5th gear, we are almost on the verge of post combustion. The overflowing character of the power bike is therefore there and relatively available, less desirable violence. What all the same to lose a maximum of points but above all to gain a maximum of pleasure … and air pressure. Hidden behind the instruments, we watch the exit.

Departmental

Difficult to indulge in the bucolic ride with a dragster. If the slightly reduced ground clearance limits the wildest enthusiasm, it is more a party in the exits of curves. There is still 14.5 daNm at 5,000 rpm (on 16.7 daNm at 6,500 rpm in full) to punctuate the bitumen with severe commas.

However, the excellent grip of the Bridgestone BT023 R cannot protect you from unpleasant moments in the rain with such an armada. Especially since, surprisingly, the traction control is absent from the V-max. Enough to appreciate the excellence of the electronic throttle control, smooth and precise.

All that remains is to focus on driving. The tall bodybuilder with tuning forks is quite nimble but doesn’t like improvisation. We jump from turn to turn but these must be taken with more measure because the toe clips rub quickly. Likewise, the front is a little fuzzy because it is too flexible from the outset and poorly tuned suspensions do not make it the queen of the ring. On the other hand, braking is above all suspicion.

Part-cycle

The on-board equipment impresses and the frame ensures optimum rigidity throughout. 52 mm fork and shock absorber, however, need to be correctly adjusted. Originally, the big curves make her waddle with every bump. Firmed, the front is more precise and works more finely with the rear.

Braking

The stirrup attack is straightforward. The available power, very correct, disembarks as soon as the lever is taken but, strangely, more pressure does not seem to increase it. The rear element is very convincing, effectively assisting the front.

Comfort / Duo

A seat as welcoming as it is firm, a rear suspension of the same type … the V-max is in minimum comfort. The companion’s folding seat will only allow duos to travel between two cafe terraces, with the new passenger option each time, as there is such a risk that you will lose the previous one.

Consumption

1700 cc, 5 gears and a dragster engine profile empty the 15-liter tank in 120 kilometers. Or between 10 and more than 12 liters per 100 … If you have any money left, take action quickly with the tankers. No better than its ancestor on this point and the only recurring fault in the machine. Enough to fill the mood. See the bright side. You will be able to admire and have your monster V4 admired regularly, becoming friends with all the gas station attendants in the area..

Conclusion

Out of the ordinary, such is the 1700 V-max, logical for a superlative machine. Which comes as no surprise in our highly regulated country. However, we are no longer at a ready paradox and the effect of prohibition or restriction is probably still in play..

The Yamaha show bike does not actually take half measures, both aesthetically and mechanically. Although it is, here, all the same amputated by almost half of its power and part of its enormous torque, this new double V opus is not to be put in all hands and requires a good experience. Its price remains unbridled. And it follows the excessiveness of the product: € 21,990 … Certainly, the finish and manufacture are remarkable but have difficulty convincing them to leave such a sum, especially in the French version. In addition, the competition has many arguments. In the game of temptations, first place could go to the exuberant Ducati Diavel, whose entry level is at € 17,290. Its cycle part is formidable in quality and its engine just as exciting as that of the Japanese. Less extreme, a Harley-Davidson V-Rod requires, depending on the version, between € 18,790 and € 19,390. Finally, the monstrous Triumph Rocket III Roadster ABS, priced at € 17,490, could also appeal to power bike lovers full of torque..

The V-max myth therefore comes up against purely subjective criteria, of which aesthetics will be the main key, and the legend, the motivation. Without forgetting the very objective blessing of your insurer and that of your banker.

Strong points

• Motor character
• Manufacturing quality and finishes
• Sound

Weak points

• Consumption
• Train before
• Dashboard and screens

Competitors: Ducati Diavel, Harley-Davidson VRod, Triumph Rocket III

The VMax technical sheet

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