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The myth is back! The street dragster who had panicked passers-by and cobblestones in 1985 is back in the spotlight. An offbeat machine, both for the time and today: with its frail custom front end, a weight close to the anvil, a forgotten braking, a black jacket face and a large V4 of 145 nags, the 1200 V-Max was unlike any other, and made the toughest guy humble. Years have passed, standards have started to strike, speed cameras have multiplied, a voice “Be reasonable …!” rose … was it the decline of the monsters of old ?
Hopefully not ! A moment put back, the power attacks its comeback and returns stronger than ever: B-King, 1400 ZZR, Hayabusa, hypersportives of all nations … They all display crazy powers. The stage is now set on the roads to welcome a new queen of fire, metal and fury: here is the 1700 V-MAX.
Would it be a tribute to the initiator or a new stroke of madness from Yamaha? Both of course. From the top of the tachometer to the end of the gimbal, the V-Max identity sticks to its skin. Except that here, everything about the 1200 is inflated, exuberant, cut to life, projected into the 21st century with unreasonable ardor. Like a cave beast skinned and attacked with steroids, the 1700 V-Max is only waiting for a reckless hand to unleash the apocalypse in its pistons. She no longer has her ancestor’s V-boost to tear the guts out of the way, but the tech that inhabits her still pushes the limits of insanity. Key point, the V4: huge, overflowing and overwhelmed, with figures to strain your spine: 1679 cc – 200 hp – 17 mkg. And around it, simply the technology of the latest R1 and R6.
THE V4 ENGINE, THE KEY TO THE NEW V-MAX
He’s the star. On the new V-Max, everything has been designed to focus attention on it, both visually and dynamically. Open at 65 ° (70 ° on the old 1200), equipped with the fittings of a modern engine (liquid cooling, double ACT, injection), the boiler exploded at the volume level: + 40%. And everything in the bore, which goes from 76 to 90 mm. Multiplied by an unchanged stroke of 66 mm, we end up with a mill of 1679 cm3. Yamaha has not refused anything to this big mill: new combustion chambers in the form of a roof with 4 valves, new even more compact cylinder head equipped with a new system where the intake camshaft is driven by a chain, while that the exhaust camshaft is driven by a pinion mechanism, iridium spark plugs, valve angles reduced to 29 ° (14 ° at the intake and 15 ° at the exhaust), forged aluminum pistons, connecting rods Case-hardened with Fracture-Split technology (used on the R1 since 2004), airbox twice the size of the 1200, magnesium side casings, anti-slip clutch, and, last but not least, the YCC-I and the YCC-T. I give you a summary of these 2 systems:
– The YCC-T is the “Drive by wire” type throttle control system for more precise acceleration management. This process was introduced in 2006 on the R6 – Yamaha Chip Controlled Throttle, a legacy of the competition M1.
– The YCC-I: inaugurated on the 2007 R1, it is a motorized and electronically controlled variable air intake system. Concept: Generally speaking, a long intake passage tends to make the engine more powerful in low and mid-range revs, while a shorter intake passage gives a faster boost to the pressure wave for greater performance at high revs. The YCC-I (Yamaha Chip Controlled Intake) has been designed to vary the length of the intake duct so that it adapts and can provide the ideal intake pulse at any engine speed. When the engine speed exceeds 6650rpm, electronically controlled servomotors cause the instantaneous separation of each intake duct, creating a shorter duct measuring only 54mm and which allows the VMAX engine to deliver even more performance. more important, from mid-revs to the top of the tachometer.
In addition, a great effort has been made to keep the 4-legged 1700 cc as compact as possible. Although cubing 481 cc more, the V4 only increased by 6.5 mm in height, and even allowed itself to be shorter by 27 mm..
Finally, one of the other characteristic features of the V-Max, the cardan drive, is retained; it is obviously optimized, thinner, more compact, more design.
In short, the new V4 is not content to be a monster of power. It is also an ogre of technology, as accomplished as the latest versions of Yamaha sports cars..
Let’s sum up his main technical characteristics :
- Brand new 4-stroke V4 engine, large capacity, 1679cm³, liquid cooled
- Max power 147.2 kW (200 hp) at 9,000 rpm (in France: 78.1 kW (106 hp) at 5,250 rpm)
- Max torque 166.8 Nm (17.0 kg-m) at 6500 rpm (in France: 145.2 Nm (14.8 kg-m) at 5000 rpm)
- Innovative cam drive system combining chain and sprockets
- Compact rooftop combustion chambers, 11.3: 1 compression ratio
- Iridium candles
- Narrow valve angle of 29 degrees
- Compact 65-degree V-configuration of cylinders
- Reduced engine block length by 27 mm compared to the initial model
- The central cam chain keeps an engine the same width as that of the current VMAX
- Lightweight and durable forged aluminum pistons
- Case-hardened (FS) connecting rods
- Yamaha YCC-I Electronic Variable Intake for an incredible throttle feel
- Yamaha YCC-T electronic throttle control for crisp, precise control
- Fuel injection
- Large capacity air box
- Left and right front side air intakes
- Anti-slip clutch
- Low maintenance shaft drive system with compact rear gear housing
- 4-1-2-4 exhaust system
- Short, raised titanium tailpipes
- Magnesium alloy clutch, ignition and driveshaft housings
MINIMUM FRAME, BUT MAOUSSE COSTAUD !
Do you believe that only the engine benefits from the little care of Yam engineers? ?!?
What dale! Although the technical staff has hidden it as much as possible to bring out the mechanics as visually as possible, its design responds to the same rigor and the same process as for the R1 and R6. An extremely strong but very light structure made from a variety of gravity cast, die cast and extruded aluminum sections. The combination of these different types of aluminum, each with its own level of stiffness, is one of the main factors in achieving the desired stiffness balance. To further refine this balance for excellent handling, the wall thickness of the main frame varies between 3mm and 6mm. This frame also uses the V4 as a stiffening element..
There is no doubt that with all this, the 1700 V-Max should not budge one iota and be very stable. On the other hand, with a wheelbase of 1700 mm (110 more) and a very open column angle of 31 °, we will be far from the liveliness of a supermot ‘. Between 2 red lights, it will be impossible to compete with the V-Max, but as soon as it turns a bit in all directions, the Yam dragster is likely to be less proud..
Not a ballerina but sure of her strength and posed like a rock. A swingarm extended by 35% will promote maximum traction and minimum wheeling. In front, we do not amuse the gallery with 52 mm fork tubes covered with an oxidized titanium coating. Despite appearances, the fork is not an inverted model – It doesn’t matter given the diameter of the tubes and the associated equipment: a triple clamping cast aluminum upper triple clamp, a forged aluminum lower triple clamp also , and respectful 6-piston radial brake calipers biting 320mm discs (more stuff from R1, except the discs are Wave type).
18 “wheels at the front and rear, sport design rims, big brakes: we are already reassured about the improvement of braking, especially that a new ABS is on the lookout. It must be said that there are 310 kg (all wet) to stop. At high speed, it could be tricky. But the new V-Max will be limited to 220 km / h. We are really lucky in France, as if the limitation of 100 hp was not enough….
Another strong point that many V-Max owners have appreciated is its instrumentation. The 1200’s dual handset was also sent through time to join us … and like the rest of the machine, it came across the tech fairy on the way. Mounted above the dummy tank, an OEL multifunction instrument panel with light-emitting diode display shows a diverse range of information on its 256×64 dot screen. Its functions include an odometer, trip meter, clock, fuel gauge, temperature gauge, gear indicator, instantaneous fuel consumption, intake air temperature, and throttle opening. , as well as a stopwatch with countdown.
Higher, above the handlebars, the essential is watching you: an unmistakable tachometer with a huge shift-light. A small window has even slipped into it to display the orbiting speed.
CHASSIS – MAIN TECHNICAL CHARACTERISTICS
- All new “Diamond” type aluminum frame
- 1700mm wheelbase for superb straight-line stability
- Longer swingarm ensures optimal handling during acceleration
- Huge 52mm conventional fork with oxidized titanium coating
- Monocross type rear suspension with connecting rod
- Fully adjustable front and rear suspensions
- Dual 320mm front brake wave discs with 6 piston radial calipers
- 298mm rear brake disc
- Linear Control ABS with One Piece ECU / Hydraulic Unit Assembly
- High efficiency 2-piece radiator, curved top, flat bottom with cooling fan
- Fuel tank under the seat and featherweight bodywork for better mass centralization
- Multifunction instrument panel “OEL” with light-emitting diode display mounted on the tank
- Next-generation muscular VMAX bodywork
- High specification components and lightweight materials
The return of the legend has not finished making more than one salivate. It’s a V-max … a super V-max, where everything has been pushed to the limit. Except the tank, whose minimum capacity will shorten the stretching sessions of the arms: barely 15 liters to water 200 nags and 1.7 liters of displacement. It does not allow big steps. Flute then .. having to stop to feed the beast, look at its provocative musculature, see the admiration of the people gathered around, get ready to relive juicy bursts of adrenaline … The new V-MAX, we has not finished talking about it !!! Its price too – When it was released in 2009, this new monster was displayed just below the psychological barrier of 20,000 euros. The 2010 vintage throws us 2,000 euros more in the jaw. In addition, the shortage is organized because Yam will only import 50 copies in 2010. Certainly, myths are priceless, but still…
THE HISTORY OF THE YAMAHA 1200 V-MAX
VMAX “Story”
The Yamaha VMAX is a unique case in motorcycle history. Almost aesthetically unchanged since its official presentation in the United States, in October 1984 in Las Vegas, this fabulous motorcycle has remained attractive with its astonishing line during its 20-year career, proving the genius of its creative fathers.. 
Historically, the evolutions of the Yamaha remain minor, even if two important changes are to be noted in its evolution. The first took place in 1991: New camshafts were fitted (to increase valve lift), allowing more torque to be obtained at the bottom and to keep its “manly” side even with the new anti-noise standard. The second, produced in 1993, touches on the chassis and partly remedies the main fault of the VMAX, its braking, with the adoption of ventilated front discs of 298 mm, four-piston calipers and a fork of ø 43 mm instead of the one with a diameter of 40 mm, source of criticism. To conclude, a VMAX remains a VMAX: mythical, endearing, splendid … It’s a motorcycle with a history, a motorcycle that inspires creation, a motorcycle that one day or another you dream of owning and which, when you take the plunge, you are filled with character. Its faults become pleasure, you remedy it, you transform it, you pamper it, in short you love it.
VMAX USA version
In the United States, the VMAX is marketed with a V-Boost supercharging system. This system, managed by a servomotor, supercharges the engine after opening a throttle located before the carburetors, thus providing the Yamaha with more power at high speeds, and therefore more muscular acceleration. In France and in Europe, the VMAX does not have the V-Boost system, but this lack does not prevent it from being considered at the time as an overpowered motorcycle not to be put in all hands. This is also how myths and legends are created.
MAJOR DATES
1981-1982 Concept study and production of a model
1982-1983 Production of the prototype.
1984 First presentation in Las Vegas (October) and marketing. (V4 engine, V-Boost system, 150 hp 285 kg.
1985 Arrival of the first VMAX in France (January), version without the V-Boost system. Type 2EN. (138 ch.)
1986 VMAX type 2EN: cast wheels, gray scoops, gray side shields, front brakes with 2 piston calipers.
1987 VMAX type 2EN: the wheels become almost solid, lenticular type, in aluminum, black scoops and covers.
1988 VMAX type 2EN: black and gray scoops, side covers in the color of the tank and gray.
1990 VMAX type 2EN: gray and aluminum scoops and side shields, electronic digital ignition, not available in France.
1991 VMAX type 2EN: modified exhaust system to meet the new regulations (81 db instead of 83), engine power increased from 100 hp to 95 hp, torque 10.3 m.kg at 3,000 rpm, new camshafts, shorter final transmission ratio.
1993 VMAX type 2EN: fork tubes ø 43 mm instead of 40 mm, modified alternator for more flow, new front brakes ø 298 mm, 4 piston calipers.
1996 VMAX type 2EN: Black series, false tank, fork sleeves, front fender, exhaust pipes, black in color, black and gray scoops and side covers, cartridge type oil filter.
1998 VMAX type 2EN: Chrome pots, gray and black scoops and side covers.
1999 VMAX type VP031: Polished lower fork, carbon-style mudguard, polished wheels, gray and black scoops and side shields).
2001 VMAX type VP031: Fake tank, carbon-style front and rear mudguards, fork tube protectors, scoops, and covers always two-tone.
2002 Last year of sale of the VMAX 1200
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Replaces
1700 V-MAX 2011
Model marketed in
2009
2010
2011
2012
2013
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2015
2016
Performances
-
Max speed:
220 km / h
The technical aspect
Yamaha 1700 V-MAX 2012
- Frame
- Frame: diamond-type aluminum
- Tank: 15 liters
- Seat height: 775 mm
- Length: 2395 mm
- Width: 820 mm
- Height: 1190 mm
- Wheelbase: 1,700 mm
- Dry weight: 310 kg
- Train before
- Telehydraulic fork Ø 52 mm, deb: 120 mm
- 2 discs Ø 320 mm, 6 piston calipers with radial mounting
- Front wheel:
120/70
– 18
- Transmission
- 5-speed gearbox
- Final drive shaft
- Rear axle
- Mono-shock absorber, deb: 110 mm
- 1 disc Ø 298 mm, 2 piston caliper
- Rear wheel:
200/50
– 18
- Motor
- 4 Cylinders
in V at 65 °
, 4 stroke - Cooling: Liquid cooling
- Injection
- 2 ACT
- 4 valves per cylinder
-
1,679 cc
(90 x 66 mm) -
200
ch
at 9000 rpm -
17 mkg
at 6500 rpm - Weight ratio /
power
: 1.55
kg / hp - Compression: 11.3
- Crit’air:
Detached pieces
exhaust
motor
fluid
electricity
filtration
braking
chain kit
Competitors
Harley-Davidson VRSCF 1250 V-Rod Muscle 2012
Triumph 2300 ROCKET III Roadster 2012
Ducati DIAVEL CARBON 1200 2012
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