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– 2009 Yamaha VMax VMX17
2009 Yamaha VMax VMX17
The legend is re-born.
In ’85 the original V-Max turned the motorcycle world on its ear. Our engineers took a big dose of the original “Mad Max” DNA then added a bunch of Yamaha’s latest sport bike technologies like our chip controlled variable intake stacks, a new high tech fuel injection system and our famous fly by wire throttle. The result is stunning. The legendary sound, engine character and amazing acceleration are all part of the 2009 design but there is a twist. The new VMAX offers truly sporty handling, thanks to its new lightweight aluminium chassis and fully adjustable suspension. We even improved rider comfort. Scorched any pavement lately?
The VMAX has always been the muscle bike to end all other muscle bikes. Commanding respect, triggering fear. Now, the all-new 2009 VMAX. Re-thought, reloaded, with a major chip on its shoulder. The 2009 Yamaha VMAX – We didn’t just improve a legend; We started a whole new one.
1985: The birth of a legend
Back in the ’80s the big V8 muscle car was the undisputed boss on the strip in the USA, and in both the car and the bike drag race scene, the large-capacity engine was king. A quarter of a century ago, cubic capacity ruled – and Yamaha captured the true spirit of the time with the introduction of the awesome VMAX in 1985. With its massive 1,198cc V4, 4-stroke, 4-valve DOHC engine kicking out 140PS, this radically-styled muscle bike became an instant legend which established itself as the definitive cult-bike. With around 100,000 units sold during its production run that spanned three decades, the original VMAX made history by being included in the Guggenheim Museum’s ‘Art of the Motorcycle’ exhibition while still in production. There has never been anything to beat it…until now…
2008: The rebirth of a legend
During the late 90’s Yamaha’s VMAX project team started to work on the rebirth of a legend. The team understand just how special the original VMAX is to its owners – as well as those fans who admired the bike without ever riding one. The project team identified a set of four goals that would enable them to create a worthy successor to the legendary original model.
– Awesome acceleration feeling together with strong performance
– Distinctive, precise and sharp handling
– A sophisticated chassis with unique bodywork
– Compliant to EU3 regulations
With these main aims in mind, the development team have created an all-new powerful state-of-the-art 1,679cc V4 engine providing 200 PS and 166.8 Nm of torque combined with Yamaha’s finest and latest electronic engine control technology such as YCC-I and YCC-T. We’ve also created an all-new low-profile diamond-type frame, which uses the engine as a stressed member in order to deliver the right balance of rigidity, which makes for excellent straight line stability – together with precise and sharp levels of cornering. All packed in a head-turning and forceful appearance.
Owners of the original model – as well as newcomers to the VMAX world – can be sure that the new VMAX delivers an unforgettable combination of innovation and acceleration.
The new VMAX stays true to the philosophy of the genuine hot-rod. Imagine yourself gripping the drag bars and feeling the mega-wide 200/50 R18 rear tyre transfer all the V4’s incredible 200 PS and 166.8 Nm of throbbing torque to the ground – it’s got to the ultimate adrenaline ride. We are proud to say the VMAX is back!
Key Features USA Model: (Canadian Model Below)
All-New for 2009
– The long-awaited ultimate power cruiser delivers unmatched performance from its all-new 65-degree, four-valves-per-cylinder, 1679cc V4—plenty of eye-opening, controllable acceleration from a compact engine that looks as powerful as it is.
– Downdraft four-bore fuel injection with YCC-I intake technology and YCC-T fly-by-wire throttle provide awesome acceleration throughout the broad powerband.
– Lightweight aluminum chassis puts the engine low and forward for mass centralization, resulting in a machine designed to handle curves as well as straightaways.
– Borrowing liberally from advanced sportbike technology, VMAX features a slipper clutch, wave-style brake discs with ABS and Brembo® master cylinders and complete suspension adjustability front and rear.
– A new-generation V4: The thunderous 1679cc, 65-degree, liquid-cooled, fuel-injected four-valves-per-cylinder, DOHC engine pumps out astonishing power to reinvent the VMAX legend.
– The sportbike-proven Yamaha Chip Controlled Intake (YCC-I) switches nearly instantaneously between 150mm and 54mm intake funnels as needed for a broad powerband that delivers optimum performance at any rpm.
– Yamaha Chip Controlled Throttle (YCC-T), the fly-by-wire system, delivers flawless response every time the rider twists the throttle.
– Engine combines four-valve technology with a high 11.3:1 compression ratio, forged aluminum pistons and NGK® Iridium spark plugs with R1-type direct ignition coils to extract maximum horsepower from the fuel charge.
– Cams are driven by a combined chain and gear system to precisely control valves while keeping cylinder heads remarkably compact for such a large displacement engine.
– Hydraulically activated clutch includes racetrack-proven ramp-type slipper clutch system that makes braking from speed while downshifting smoother.
– Five-speed transmission has superbly spaced gear ratios to take full advantage of the engine’s awesome power in straight-line acceleration or through the canyons.
– Delivering this power cruiser’s muscle to the street means a beefy shaft drive just like its predecessor. Special shaft design includes two cross joints to accommodate the fat 200/50 R18 rear tire.
– The high-performance engine is cooled by two radiators for efficiency and clean looks. Lubrication is via a simple, reliable wet sump system.
– Four-into-one-into-two-into-four exhaust system with EXUP (Exhaust Ultimate Power valve) delivers a broad, seamless powerband with the right VMAX look.
– The iconic VMAX aluminum intake covers are hand buffed by craftsmen for superb quality and individuality.
– The newly designed chassis is light and compact, with a cast aluminum main frame, CF die-cast and extruded aluminum rear frame and cast aluminum swingarm. The result is superb rigidity balance for both hard acceleration off the line and corner carving.
– Cartridge-damper-type front forks have substantial 52mm inner tubes with oxidized titanium coating. Forks have both compression and rebound damping adjustability plus spring preload.
– Link-type Monocross® rear suspension has a piggyback reservoir and features compression and rebound clickers, plus remote preload adjustment.
– VMAX uses Brembo®-designed master cylinders, the front with radial pump and reserve tank. Large 320mm wave-style dual front discs are matched to radial-mounted mono block 6-piston calipers. On the rear wheel, there’s a 298mm disc, also wave design, and single-piston caliper. These high-tech brakes also incorporate three-position ABS.
– Tapered handlebar provides a muscular 1-1/8” diameter look at the triple clamp while using conventionally sized controls.
– Newly designed 18-inch radial tires, 120/70 R18 front and 200/50 R18 rear, are mounted on cast aluminum five-spoke wheels.
– For mass centralization that contributes to the bike’s lean looks, the 4 gallon (15-liter) fuel tank is mounted under the seat, with the filler under the rider’s backrest. Tank is constructed of fluorinated polyethylene with superb permeability resistance.
– The Electronic Control Unit (ECU) uses three microprocessors to control fuel injection, ignition, YCC-T, YCC-I, meters and other electrical components.
– The instrument panel includes an analog, step-motor driven tachometer and digital speedometer with LED indicator lights. Prominent LED shift timing indicator adds to the performance character of the new VMAX.
– Organic electro luminescence multi-function display provides a more precise display vs. LCD and includes clock, fuel meter, trip meter with fuel reserve trip meter, transmission gear position, coolant temperature, stopwatch and more.
– Distinctive key design reinforces the unique character of this new VMAX.
H4 60/55W headlight provides excellent visibility and distinctive style, while the trick-looking LED taillight is light, bright and highly efficient.
– Rare earth magnet AC magneto puts out a robust 420W at 5000 rpm.
2009 Yamaha VMax VMX17 – USA Specifications
MSRP* $17,990 (Intense Black) Available from November 2008
Type 1679cc liquid-cooled 65° V-4, DOHC, 4 valves/cylinder
Bore x Stroke 90.0mm x 66.0mm
Compression Ratio 11.3:1
Fuel Delivery Fuel Injection with YCC-T and YCC-I
Transmission 5-speed, multiplate slipper clutch
Final Drive Shaft
Suspension/Front 52mm telescopic cartridge fork w/oxidized titanium coating. Fully adjustable preload, compression and rebound; 4.7 in travel
Suspension/Rear Single shock w/remote reservoir and remote adjustable for preload, compression and rebound
Brakes/Front Dual 320mm wave-type discs; radial mount 6-piston calipers, Brembo® radial pump master cylinder
Brakes/Rear 298mm wave-type disc, single-piston caliper and Brembo® master cylinder
Tires/Front Bridgestone® Radial 120/70-R18 59V
Tires/Rear Bridgestone® Radial 200/50-R18 76V
Length 94.3 in
Width 32.3 in
Height 46.8 in
Seat Height 30.5 in
Wheelbase 66.9 in
Rake (Caster Angle) 31.0 in
Fuel Capacity 4.0 gal
Wet Weight 683 lb / 685 lb (CA model)
Warranty 2 Year (Limited Factory Warranty) with Priority Delivery Program
Key Features Canada Model:
All-new liquid-cooled, 1,679cc, DOHC, 16-valve, 65°, V-4 engine has no equal in its class. This new engine is more compact front to back allowing the engineers to place the engine in the “sweet spot” of the frame.
DOHC 4-valve “pent roof” cylinder head design provides optimum breathing efficiency for incredible engine performance. Valve actuation is via under bucket shims. Compression ratio is 11.3:1.
Steel valves are used for excellent durability. Intake valves are 34mm in diameter with a 14-degree valve angle while exhaust valves are 30mm with a 15 degree valve angle.
New “combination” chain and gear camshaft drive system is utilized. With this system, only the intake cams are driven by a chain (attached to the crank), the exhaust cams are driven by a gear drive off the intake cams. This design allows for more compact cylinder heads since the distance or “pitch” between the camshafts can be reduced.
Newly designed high-performance camshafts provide incredible engine performance. Centrifugal decompression device on the exhaust cam means fast, easy starting.
Automatic hydraulic cam chain tensioners reduce engine mechanical noise.
Lightweight, forged, aluminium short skirt pistons help provide fast throttle response, reduced vibration and provide excellent durability.
Connecting rods are carburized and use a nutless design. The lower end “cap” of the rod is made from the same piece of material as the upper portion; this design is known as “fracture splitting”. This design aids in establishing true big end roundness, greater precision in con rod dimensions and are extremely durable.
New design 180-degree crankshaft is utilized.
Gear-driven engine counter balancer shaft is used to reduce vibration and maximize rider comfort. The balance ratio is 50% to allow some pulse feel. Since the crank design is 180 degrees, there is also some inherent natural balancing effect as well.
Twin radiator design features a curved upper rad and lower flat rad for maximum cooling efficiency. Each rad has its own cooling fan.
An oil-to-coolant heat exchanger type oil cooler maintains stable lubricant temperatures for increased performance and extended engine life.
Wet sump oil lubrication system is used and features a spin-on cartridge-type oil filter.
Mikuni fuel injection system uses four 48mm throttle bodies fitted with T.P.S. (Throttle Position Sensor) and numerous other sensors. An oxygen sensor has been fitted into the exhaust making this a “closed loop” type FI system. The benefits include excellent throttle response, great fuel economy, reduced emissions, stable idling and no choke to fuss with during start up. The closed loop design means the system is constantly monitoring the fuel / air mixture and adjusting it as required for maximum performance plus reduced emissions.
Denso 12-hole injectors are used for excellent fuel atomization for maximum power and response across the entire rev range.
The VMAX utilizes a lightweight main Electronic Control Unit (ECU) that in fact comprises 3 ECUs in total. The main 32-bit ECU controls the ignition and fuel injection process, while a 2nd and 3rd integral ECU controls the YCC-T & YCC-I. This “combined” ECU design reduces weight.
YCC-I or Yamaha’s Chip Controlled Intake means the intake funnels / stacks vary in length (between 2 positions) depending on engine rpm. An electronic servo motor varies the funnel length from 150mm (for low to mid rpms) to the short setting of 54mm for high rpm. The transition or switching rpm between the 2 lengths is 6,650 rpms. The revolutionary YCC-I provides the best of both worlds, solid low rpm torque and power combined with an amazing high rpm rush. It takes only 0.3 of a second for the funnels to move from the tall to the short position.
Yamaha Chip Controlled Throttle (YCC-T) electronically controls the throttle valves for outstanding response and improved controllability at all rpms. This system features twin Throttle Position Sensors (TPS) and a D.C. motor driving the throttle valves. The YCC-T is used to provide even more control of the intake air volume for smoother torque character. The rider can “mechanically close” the throttles by simply closing the throttle twist grip.
Large capacity airbox uses a viscous-type paper air filter.
Air Induction System (AIS) injects fresh air into the exhaust port area to fully combust any un-burnt fuel, reducing harmful HC and CO emissions for a cleaner environment.
4-into-1-into-2 into-4 exhaust system is used. Not only does it make a serious styling statement but also provides excellent performance and reduced emissions thanks to a 3-way honeycomb catalytic converter in the under engine “muffler box”. It also features Yamaha’s patented Exhaust Ultimate Power Valve (EXUP). This system monitors engine rpm and adjusts exhaust flow (via the EXUP valve) for maximum performance at all rpms with no “flat spots”. This system helps to improve torque, optimize fuel economy and reduce emissions too.
New crankcase design incorporates the cylinders into the upper half of the cases for reduced weight. Ceramic composite cylinder “bores” are a “liner-less” design with the ceramic coating sprayed directly on the aluminium block to ensure great heat dissipation for consistent power delivery, reduced friction and reduced weight.
Open deck type cylinder sleeves are used for maximum cooling efficiency.
Lightweight magnesium alloy crankcase covers are used.
Hydraulically activated, ramp-type slipper clutch featuring 10 friction plates is used to deliver consistent clutch performance with a light lever pull and minimal maintenance. A slipper or back limiter clutch assembly reduces rear wheel hop when making hard downshifts or under hard braking. The clutch master cylinder is a Nissin design using a 14mm piston. The clutch lever offers 4 positions of adjustability.
5-speed transmission features optimized gear ratios for maximum acceleration and performance. 5th gear is an overdrive gear to reduce engine rpm at highway speeds for a comfortable ride.
Clean, quiet, smooth low-maintenance shaft drive is used. This system features dual “U” joints to accommodate the extra wide rear tire.
Compact rear shaft drive gearcase assembly reduces weight and improves styling.
Functional hand finished aluminium intake covers highlight Yamaha’s quality and attention to detail.
ACM magneto produces 420 watts of power at 5,000 rpms.
High-performance direct ignition coils (ignition coil is built into the spark plug cap) reduce weight while iridium spark plugs and high-output magneto deliver increased spark energy.
Lightweight cast aluminium frame has been designed to offer an optimized rigidity balance to maximize handling performance. This frame is very rigid or stiff at the head pipe, engine mounts and swingarm pivot point. In other areas, material is less rigid in order to allow for “tuned flex”.
Extra-long, lightweight cast aluminium swingarm provides great torsional rigidity for excellent handling and manoeuverability. The distance between the swingarm pivot and the rear axle has been optimized (662.5mm) for great rear wheel traction. Threaded holes for racing type stand are provided.
Detachable C.F. die cast aluminium and extruded aluminium rear sub frame means easier maintenance access (and a less costly repair if the unit is “looped out”).
Huge fully adjustable, conventional cartridge-type 52mm front fork features 120mm (4.7″) of road-smoothing wheel travel. The inner types feature a oxide titanium coating to reduce friction and wear. The adjustable design allows the rider to tailor suspension settings to match rider’s weight and road conditions to maximize handling and suspension performance. There is 6-way spring preload adjustability plus 20-way compression damping and 25-way rebound damping adjustability.
Lightweight triple clamps. The upper is made of cast aluminium while the lower clamp is forged aluminium. Fork pitch is 225mm while offset is 30mm.
Link Monocross rear suspension utilizes a fully adjustable remote reservoir rear shock. Rear wheel travel is 110mm (4.3″). Adjustments include 11 clicks / steps of spring preload adjustability (via easy-access remote adjuster), 12-way compression damping and 20-way rebound damping adjustability.
15-litre fluorinated polyethylene fuel tank is mounted below the rider’s seat and therefore helps maintain a low centre of gravity plus mass centralization. It also provides space for the large capacity airbox. The fluorination treatment reduces the “permeation” of fuel vapours (hydrocarbons) into the atmosphere. The electric fuel pump is housed inside the tank. The low fuel warning light will illuminate with approx. 4.2 litres of fuel remaining.
Dual floating 320mm wave-style front rotors are squeezed by radial mount, monoblock 6-piston calipers. The result is incredible braking performance with excellent control and lever feedback. The master cylinder is a Brembo radial pump master cylinder with a 16mm piston, a direct GP race innovation. The lever is adjustable for various hand sizes.
298mm wave-style rear disc is squeezed by a single-piston slide-type caliper utilizing sintered metal pads and a 14mm Brembo master. The caliper is mounted below the swingram to maintain a handling enhancing low centre of gravity.
Anti-lock braking system features Yamaha’s latest ABS system, very similar to that found on the ’08 FJR1300. The linear controlled 3-position ABS system features an ECU with an integrated compact hydraulic unit built into the ECU plus active type wheel sensors with magnetic rotors. The benefit is reduced weight, excellent mass centralization and better lever feedback feeling when the system is operating. The main benefit of ABS is excellent control under hard braking or braking on wet or slippery surfaces since the ABS system helps to prevents wheel lock-up.
Rugged yet lightweight cast aluminium 5-spoke mag wheels front and rear. The wheels utilize hollow “spokes” to reduce unsprung weight for superior handling. Front rim size is a 3.50 x 18 fitted with a tubeless 120/70R18 radial tire, while the rear is 6.00 x 18 fitted with a wide tubeless 200/50R18 radial tire.
Conventional tapered 1?” diameter low rise steel handlebar.
Cool multi-function handlebar mounted meter includes analog tachometer and digital speedo plus an adjustable shift light and a variety of warning lights. A second multi-function display panel is located on top of the “fuel tank” (actually it is the airbox cover). Readouts on this panel include fuel gauge, fuel consumption display, odometer, dual tripmeters, clock, coolant temp, gear indicator, throttle valve opening, intake air temp, stop watch and fuel reserve tripmeter. This panel uses a highly visible 256 x 64 dot matrix “Organic Electro Luminescence display”. Brightness is adjustable.
Bright, H4 60/55-watt, halogen headlight
Eye-catching LED tail light also means it uses less electrical power too.
Immobilizer ignition system is designed to reduce the possibility of “ride-away” theft. This system must recognize the “coded ignition key” in order for the unit to start. If the immobilizer ignition does not recognize the key (or a screwdriver or other type of “jimmy tool”) the bike will not start even if the ignition is turned or forced into the on position. If the system does not recognize the coded chip in the ignition key, it will not allow the ignition system, fuel pump or starter motor to function.
High-performance, long-life Iridium spark plugs
Lightweight forged aluminium shift lever and rear brake pedal
Low-fuel warning light
Low maintenance, lightweight, sealed battery
All new stylish key with special key case holder
Lean angle engine kill switch prevents unit from running if it is on its side to avoid engine damage.
IMPORTANT NOTE: The VMAX offers a significant level of power and performance. It is not intended for novice or inexperienced riders.
2009 Yamaha VMax VMX17 – Candian Specifications
Engine Liquid-cooled, DOHC, 4-valve, 65 degree V-4
Bore and Stroke 90 x 66mm
Compression Ratio 11.3:1
Maximum Torque 17 kg-m (123 ft-lb) @ 6,500 rpm
Fuel Delivery Mikuni 48mm fuel injection (4)
Lubrication Wet sump
Ignition TCI / Electric Start
Transmission 5-speed (with slipper clutch)
Drive Train Shaft
Suspension (Front) Fully adjustable 52mm cartridge fork, 120mm (4.7″) travel
Suspension (Rear) Fully adjustable Link Monocross, 110mm (4.3″) travel
Brakes (Front) Dual 320mm discs
Brakes (Rear) 298mm disc
Tires (Front) 120/70R18
Tires (Rear) 200/50R18
Length 2395mm (94.3″)
Width 820mm (32.3″)
Height 1,190mm (46.9″)
Wheelbase 1,700 mm (66.9″)
Rake / Trail 31° / 148mm (5.8″)
Ground Clearance 140mm (5.5″)
Seat Height 775mm (30.5″)
Fuel Capacity 15 litres
Wet Weight 310 kg (683 lb)
Colour(s) Metallic Black
2009 Yamaha VMax Multimedia mp3 Sound files:
New exclusive VMAX: Power, acceleration and adrenaline.
Yamaha’s all-new exclusive VMAX offers 21st century engine and chassis technology delivering awesome power, an unrivalled acceleration feeling and the ultimate adrenaline rush. The new VMAX is a showcase for some of Yamaha’s cutting-edge engine and chassis technology – from the YCC-I and YCC-T engine control systems through to the aluminium frame and the radial-mounted 6-piston front brakes, all good for providing 200 PS* and 167 Nm of torque.
* In France, in accordance with the enforced regulations, the horsepower is limited. The VMAX provides 106 PS and a torque of 145,2 Nm.
1985 : The birth of a legend
Back in the ’80s the big V8 muscle car was the undisputed boss on the strip in the USA, and in both the car and the bike drag race scene, the large-capacity engine was king. A quarter of a century ago, cubic capacity ruled – and Yamaha captured the true spirit of the time with the introduction of the awesome VMAX in 1985. With its massive 1,198cc V4, 4-stroke, 4-valve DOHC engine kicking out 140PS, this radically-styled muscle bike became an instant legend which established itself as the definitive cult-bike. With around 100,000 units sold during its production run that spanned two decades, the original VMAX made history by being included in the Guggenheim Museum’s ‘Art of the Motorcycle’ exhibition while still in production. There has never been anything to beat it…until now.
2008: A new era begins
For 2009 Yamaha introduce the new VMAX which offers the very latest in advanced design and technology for an awesome acceleration feeling, combined with bodywork and styling that respects and enhances the iconic image of the original model. With its all new engine and chassis, the high-tech VMAX is ready to capture the imagination of a whole new generation of adrenaline addicts, and at the same time inspire the many thousands of loyal owners who made the original model such a huge worldwide success.
New VMAX. Acceleration never felt so good!
The VMAX development team identified a series of goals in order to create a worthy successor to the legendary original model. The four main goals that the team set out to achieve were:
· Awesome acceleration feeling together with strong performance
· Distinctive, precise and sharp handling
· A sophisticated chassis with unique bodywork
· Compliant to EU3 regulations
With these main aims in mind, the development team have developed an all-new powerful state-of-the-art 1,679cc V4 engine which features Yamaha’s G.E.N.I.C.H. electronic engine control technology such as YCC-I and YCC-T; an all-new low-profile diamond-type frame manufactured from cast and extruded aluminium which uses the engine as stressed member, and developed to deliver the right balance of rigidity for excellent straight line stability with sharp and precise levels of cornering; and a head-turning and forceful design that is best described as being “engine maximal, body minimal”, that is designed to focus the viewer’s attention on the muscular V4 engine. The new engine satisfies EU3 regulations with the use of fuel injection as well as a 3-way catalyser and exhaust O2 sensor.
With all this brute engine force, together with the most advanced engine and frame technology, as well as radically styled bodywork, the new VMAX delivers an unforgettable combination of innovation and acceleration.
All-new liquid-cooled 4-stroke V4 engine*
Powering the new VMAX is an all-new 1,679cc liquid-cooled 4-stroke DOHC 65 degree V4 engine which has been designed to offer an unforgettable acceleration experience created by higher levels of power, and an imposing design.
Running with bore x stroke dimensions of 90.0 x 66.0mm (compared to 76.0 x 66.0mm for the existing model VMAX) and featuring a compression ratio of 11.3:1, this visually intimidating new powerplant develops 147.2 kW (200 PS)** at 9,000 rpm, together with a huge torque output of 166.8 Nm (17.0 kg-m) at 6,500 rpm.
These truly impressive power and torque figures are the result of many factors, not least of all being the 40% increase in the new engine’s cubic capacity. In addition to the extra cubes, the completely redesigned VMAX engine also benefits from the application of some of the most advanced Yamaha engine management technology ever seen in the category.
Yamaha’s G.E.N.I.C.H.*** technology is an advanced engineering concept which involves the application of cutting-edge electronic control technology in order to realise the dual goals of achieving increased performance and enhancing the riding experience.
The new VMAX benefits from this advanced Yamaha G.E.N.I.C.H technology with features such as YCC-I (Yamaha Chip Controlled Intake) and YCC-T (Yamaha Chip Controlled Throttle) which are key factors in achieving the new engine’s high levels of power. This new high-tech engine is the first Yamaha V4 to be equipped with a sophisticated new fuel injection system, which, together with the YCC-I and YCC-T, ensures that the powerful 65-degree V4 engine is fully equipped to deliver previously unimaginable levels of standing-start and roll-on acceleration. But the engine offers a whole lot more than awe-inspiring acceleration feeling, and advanced chip-controlled technology. It not only delivers outstanding straight-line performance, but it also ensures instant pick-up at all engine speeds, and offers remarkable performance right across the rpm range, making the new VMAX a top performer on both the strip and the open road.
* Top speed disclaimer: The VMAX has a governed top speed of 220km/h, by a smart system, that still allows a complete quarter-mile run under full acceleration
** In France, in accordance with the enforced regulations, the horsepower is limited. The VMAX provides 78.1 kW (106 PS) at 5,250 rpm and a torque of 145.2 Nm (14.8 kg-m) at 5,000 rpm .
*** G.E.N.I.C.H. [Jenik] stands for Genesis in Electronic engineering aimed at New, Innovative Control technology based on Human sensibilities
Compact pent-roof combustion chambers
In order to achieve the rapid and efficient combustion processes that enable the new VMAX engine to achieve its optimal performance potential, our engineers have designed a new 4-valve pent-roof combustion chamber. For such a large capacity engine of 1,679cc with its massive 90mm bores, these new high-efficiency combustion chambers are remarkably compact, and their space-saving design has been facilitated by the introduction of an ingenious new camshaft drive system.
On a conventional DOHC engine, the intake and exhaust camshafts are usually driven by one chain, but in order to create an even more compact cylinder head, Yamaha’s engineers have designed an all-new system in which the intake camshaft is driven by a chain, while the exhaust camshaft is driven by a gear mechanism. This innovative combined chain and gear cam drive minimizes the pitch between the intake and exhaust camshafts, which in turn permits a much more compact cylinder head design.
Iridium spark plugs
As well as the performance-boosting pent-roof combustion chambers and advanced chip-controlled technology, the new VMAX also runs with Iridium spark plugs. These special plugs are used on the majority of high performance motorcycles, and are designed to ensure extremely efficient combustion at all engine speeds.
Narrow valve angle
The use of the space-saving combined chain and gear cam drive has also allowed Yamaha’s design team to install the intake and exhaust valves at a much narrower angle of 14 degrees on the intake side, and 15 degrees on the exhaust side, giving a total of 29 degrees. (Compared to 18 degrees intake/18 degrees exhaust on the current model VMAX). This narrow valve angle helps to minimize engine dimensions, while also permitting the use of optimized port shapes for stronger engine performance.
At the same time as reducing the valve angle, Yamaha’s engineers have also reduced the overall weight of the valve train assembly by using an inner shim type valve clearance adjustment system, as opposed to the outer shim system on the previous VMAX engine.
65 degree V with centre cam chain
One of the major goals of the new VMAX design team has been to keep the new engine’s physical dimensions as compact as possible. Despite the fact that the all-new VMAX engine features a 40% increase in cubic capacity compared to the existing model (1,679cc vs 1,198cc), the new V4 powerplant’s overall dimensions are remarkably compact.
In order to keep the new engine’s front-to-rear length as short as possible, it adopts a 65 degree V bank, compared to 70 degrees on the original VMAX. This narrower angle between the massive cylinders serves to concentrate mass for more neutral handling performance, and makes the new powerplant 27mm shorter (from front to back) than the original model.
As well as the significant space savings achieved by the use of the innovative new combined chain and gear cam drive and 65 degree V layout, the use of a centrally located cam chain helps to minimize the new engine’s width. Despite the fact that the bore dimensions on the new larger-capacity VMAX are over 18% larger than its predecessor, the new engine’s overall width is approximately the same as the current model, and overall height is only 6.5 mm taller.
By adopting innovative new designs, Yamaha’s engineers have succeeded in achieving an extremely difficult goal, by increasing the cubic capacity of the new VMAX engine by 40%, whilst keeping overall dimensions to a minimum!
Forged aluminium pistons
Another example of the way in which sophisticated technology has been used to enhance the performance on the new VMAX is evident in the new forged aluminium pistons.
Fracture-split carburized con rods
Fracture-split (FS) carburized con rods were first used on the 2004 model YZF-R1, and in order to handle the huge power and torque output of the new 1,679cc V4 engine, this technology is now featured on the new VMAX.
YCC-I – Yamaha Chip Controlled Intake
Generally speaking, a long intake passage tends to make an engine stronger in the low to mid-speed range, while a shorter intake passage gives the pressure wave a faster pulse for increased performance at higher speeds.
The YCC-I (Yamaha Chip Controlled Intake) system is designed to vary the intake funnel length so that it is ‘tuned’ to give a positive intake pulse that best suits the prevailing engine speed.
When engine revs rise above 6,650 rpm, electronically-controlled servomotors cause each intake funnel to separate instantaneously, effectively creating a shorter intake funnel measuring only 54mm, which enables the VMAX engine to deliver even stronger performance from the mid-range right through to peak rpm.
Fuel Injection and YCC-T – Yamaha Chip Controlled Throttle
Another highly advanced feature seen on the new VMAX is the YCC-T Yamaha Chip Controlled Throttle, which features the same design as that used on the current Yamaha supersport models.
This innovative throttle has a remarkably high calculating speed, and assesses the engine’s running conditions every millisecond, which enables the system to respond instantaneously to rider inputs.
The YCC-T system on the new VMAX helps to deliver awesome acceleration feeling together with the desired torque curve in all conditions, and also prevents the 1,679cc V4 engine from ‘bogging down’ if the throttle is snapped opened too quickly.
Aggressively-styled new aluminium air intakes and extra-large-capacity airbox
Aggressively-styled hand-finished aluminium air intakes mounted on the front left and front right side of the dummy fuel tank give the VMAX a muscular profile, and direct an intense flow of air straight into the massive new airbox which is approximately twice the volume of the design on the existing model. By delivering a strong supply of cool, fresh air, this new large-capacity airbox is designed to maximize the significant performance gains associated with the new YCC-I system.
Low-maintenance shaft drive
Existing VMAX owners looking to upgrade to the new model – as well as those riders who are yet to discover the thrill of awesome V4 acceleration – are sure to appreciate the low-maintenance requirements and superb reliability of the new shaft drive system.
To complement the machine’s more powerful 1,679cc V4 engine, a compact new system has been designed for the new VMAX. By optimizing the ratios of the engine-side reduction gear and the final gear, our engineers have designed a smaller-diameter rear gear case. Featuring 29 teeth compared to 33 on the existing model, the slimmer and more compact 188mm rear gear case gives the machine’s rear end a much more athletic look, and further underlines the muscular image of this iconic new motorcycle.
4-1-2-4 exhaust system with short titanium mufflers
For excellent all-round performance the new VMAX runs with a new 4-1-2-4 exhaust system featuring short, upswept mufflers. After leaving the cylinders, the four header pipes flow into a single chamber, where the system splits into a left and right side pipe, and then each of these divides again to give a 4-1-2-4 system.
An 02 sensor (Lambda sensor) detects oxygen levels in the exhaust system and regulates the fuel supply via the fuel injection system to ensure that emissions are minimized, while a 3-way honeycomb catalyser ensures the VMAX exceeds EU3 regulations.
The four single-expansion mufflers are short and upswept, and emit a strong and pleasing exhaust sound with a special pulsing sensation that announces your presence. The high quality silencers are manufactured from lightweight titanium, and finished in shot blast to complement the mean and moody look of the black frame and engine.
Lightweight magnesium covers
For reduced weight and a high quality finish, the clutch cover, AC magneto cover and drive shaft cover are all manufactured from lightweight magnesium alloy.
ENGINE – TECHNICAL HIGHLIGHTS
· All-new large-capacity 1,679cc liquid-cooled 4-stroke V4 engine
· Max power 147.2 kW (200 PS) @ 9,000 rpm (In France: 78.1 kW (106 PS) @ 5,250 rpm)
· Max torque 166.8 Nm (17.0 kg-m) @ 6,500 rpm (In France: 145.2 Nm (14.8 kg-m @ 5,000 rpm)
· Innovative combined chain and gear cam drive
· Compact pent-roof combustion chambers, 11.3:1 compression
· Iridium spark plugs
· Narrow valve angle of 29 degrees
· Compact 65 degree V bank configuration
· Front – rear engine dimensions 27mm less the current VMAX
· Centre camchain keeps engine width the same as current VMAX
· Lightweight and durable aluminium forged pistons
· Fracture-split (FS) carburized con rods
· YCC-I Yamaha Chip Controlled Intake for awesome acceleration feeling
· YCC-T Yamaha Chip Controlled Throttle for precision control
· Fuel Injection
· Large capacity airbox
· Front left and right side-mounted air intakes
· Slipper clutch
· Low-maintenance shaft drive system with compact rear gear case
· 4-1-2-4 exhaust system
· Short, upswept titanium silencers
· Magnesium alloy clutch cover, ACM cover and drive shaft cover
Newly-designed low-profile aluminium frame
The new VMAX is equipped with a completely new advanced-specification aluminium frame which has been designed to deliver high levels of handling performance, allowing the rider to optimize the huge potential of the remarkably powerful 1,679cc V4 engine.
The beautifully-finished black main frame spars arc forcefully across the top of the mighty V4 engine and down to the pivot in a semi-loop, accentuating the massive engine’s handsome profile, and giving the new VMAX a bold, athletic and high-tech image. Although the frame is a substantial structure, it’s subtle low-profile design blends athletically with the bodywork and engine to give the charismatic “engine maximal, body minimal” look.
The VMAX’s new diamond-type frame has been developed using Yamaha’s industry-leading chassis design and manufacturing technology, and features an immensely strong yet lightweight structure that is made up from a variety of gravity-cast, CF die-cast and extruded aluminium sections. This innovative new design incorporates gravity-cast components for the main frame and pivot assembly, while the rear frame is made from a range of Yamaha’s exclusive CF die-cast parts and extruded parts which are welded together.
This combination of these different types of aluminium, each with a different rigidity level, is one of the major factors in achieving the desired balance of rigidity. To fine-tune this balance even further for excellent handling and accurate rider feedback, the wall thickness on the main frame varies from between 3mm through to 6mm.
An imaginary straight line drawn between the pivot and head pipe runs right through the centre of the V-bank, and this layout makes for neutral handling characteristics. And by incorporating the V4 engine as a stressed member – using cast-iron mounts at the front, the centre of the V bank, and at the top and bottom of the crankcase – the overall chassis rigidity balance is further enhanced.
There’s no doubt that the original VMAX established a reputation as one of the most awesome straight line performers, and this aspect of the machine’s character has been taken to an even higher level with the new chassis. With an extended wheelbase of 1,700mm – compared to 1,590mm on the existing model – the new model’s advanced aluminium chassis is built to handle the massive power and torque output that can be released with a twist of the throttle. Significantly, the new bike’s swingarm is over 35% longer than on the existing model at 662.5mm, allowing the rider to lay down the 1,679cc V4 engine’s power more effectively then ever.
Large-diameter forks with oxidized titanium coating
Virtually everything about the stunning new VMAX sets it apart from any other motorcycle, from its mighty V4 engine through to its radical styling and intimidating image. Featuring massive tubes, the front forks are like nothing else seen on any other machine, and are perfectly in keeping with this bike’s unique character.
The 52mm tubes offer excellent rigidity combined with smooth fork action – and they benefit from an oxidized titanium coating that ensures increased surface hardness and stiction-free operation – while the moody dark finish perfectly complements the black frame and engine. The new front suspension is designed to deliver a smooth ride with neutral handling characteristics, and is fully adjustable for preload, as well as rebound and compression damping, allowing riders to customise the ride to suit their own requirements.
It’s not only the massive 52mm tubes that put these forks in a league of their own – they also feature two-piece outer tubes. Featuring an extremely rigid cast lower section incorporating the radial-mounted brake calipers, and an extruded aluminium upper section which has been precision-machined for superior suspension action, these special front forks characterize the VMAX’s inherent style, first-class quality and advanced technology.
The combination of flex-resistant 52mm tubes, a cast aluminium upper triple clamp and forged aluminium lower triple clamp, as well as a wide pitch of 225mm and 30mm offset ensure that the VMAX rider experiences a neutral steering feeling for greater riding pleasure.
Link-type Monocross rear suspension
The rear suspension is a link-type Monocross system which is, like the new front forks, is fully adjustable for preload, as well as for compression and rebound damping.
For added convenience, the new VMAX is equipped with a hydraulic remote adjuster for preload setting, while a remote control dial beneath the tandem footrest adjusts the compression damping. Another remote control dial beneath the left-side swingarm allows easy adjustment of the rear shock’s rebound damping.
The full adjustability of both the front and rear suspension systems is more commonly associated with supersport models, and allows the VMAX rider to optimise the ride quality on their machine for outstanding roadholding.
2-piece radiator and liquid-type oil cooler
The new VMAX benefits from a sophisticated cooling system which consists of two radiators and an oil cooler. The two-piece radiator features a curved-type upper section which allows the engine to be situated closer to the front wheel for idealised mass centralisation. In order to achieve a maximum surface area for highly efficient engine cooling, the lower part of this two-piece radiator is a conventional flat shape whose unobtrusive design allows the massive V4 engine to be seen in all its glory – and at the same time permits the fitment of a fan.
And to ensure stable oil temperatures for consistently strong engine performance, the 1,679cc engine is equipped with a liquid-type oil cooler.
Large-diameter front and rear wave-type brake discs
The braking system that has been developed for the new VMAX is one of the most sophisticated and powerful designs ever seen on a Yamaha motorcycle. At the front end, dual 320mm diameter wave-type discs are gripped by radial-mounted 6-piston calipers for excellent stopping power – and for superb feel, the master cylinder features a radial-type pump.
And for strong, confidence-inspiring braking, the new VMAX runs with a 298mm wave-type disc slowed by a pin-slide type single-piston caliper.
Linear-controlled ABS system
The VMAX is equipped with a newly-developed linear-controlled hydraulic ABS system which is designed to enhance braking control over a variety of road surfaces and in varying riding conditions. The hydraulic control system is activated by a linear solenoid valve which prevents wheel lock-up during braking, allowing the rider to experience smooth lever action and achieve effective braking on different types of road.
This innovative and compact ABS system combines the ECU and hydraulic mechanism into a single unit which is situated under the seat. By keeping the system’s dimensions to a minimum, neither the machine’s aesthetics or weight have been compromised, and the positioning of the unit ensures that overall mass centralisation is enhanced.
18 inch front and rear wheels
For natural handling qualities the VMAX is equipped with 18 inch front and rear wheels which are shod with specially-developed tyres that are designed to offer the optimum balance of grip, shock absorption and roadholding. With a 120/70-R18 front and a massive 200/50-R18 rear, this outstanding motorcycle is equipped to lay down its awesome levels of power and torque like no other machine.
Lightweight bodywork for effective mass centralisation
Mass centralisation has been one of the key goals for the VMAX development team. During the machine’s exhaustive development and testing phase, every effort has been made to use lightweight materials wherever possible – and at the same time, to locate heavier components close to the bike’s centre of mass.
One of the most significant factors in achieving an idealised mass centralisation is the positioning of the 15-litre fuel tank under the seat. Manufactured from light fluorinated polyethylene, the tank is easily accessed by means of a convenient single-handed lever with a built-in damper which underlines the quality and attention to detail on this class-leading muscle bike.
These measures play an important role in shaping the neutral handling characteristics of this machine, whose roadholding, steering and overall chassis performance raise the bar in the muscle bike category.
Tank-mounted multi-function instruments
Mounted on top of the dummy fuel tank is a multi-function Organic Electro-Luminescent “OEL” instrument panel which displays a wide range of information on its 256×64 dot display. This newly designed OEL panel gives a bright, easy-to-read display and offers an instant response, and its functions include odometer, tripmeter, clock, fuel gauge, temperature gauge, gear position, running fuel consumption, intake air temperature and throttle opening, as well as a stopwatch with a countdown function.
Muscular new design
The fact that the styling on the original VMAX has remained largely unchanged for 24 years is a tribute to the immense strength and unique character of its original design. Creating a worthy successor to this iconic motorcycle posed many challenges for Yamaha’s team of designers, and the new VMAX utilises the latest designs and materials to create a truly modern work of art that is clearly the 21st century manifestation of the old master.
While the original VMAX embodied the spirit of the drag strip – combined with a brutal bodybuilder-style image – the new model has been designed to radiate a feeling of massive internal strength which hints at the awesome power just waiting to be unleashed at any time.
Key to this imagery are the four massive air intakes, the muscular V4 engine, and the four short upswept mufflers, which serve to underline the intimidating beauty of this single-minded high-performance motorcycle.
CHASSIS – TECHNICAL HIGHLIGHTS
· All-new diamond-type low-profile aluminium frame
· Longer 1,700mm wheelbase for outstanding straight line stability
· Longer swingarm ensures optimal roadholding during acceleration
· Massive 52mm conventional forks with oxidized titanium coating
· Link-type Monocross rear suspension
· Fully-adjustable front and rear suspension
· 320mm dual front wave-type brake discs with 6-piston radial-mounted calipers
· 298mm rear brake disc
· Linear controlled ABS with compact one-piece ECU/hydraulic unit
· Highly-efficient 2-piece radiator, curved upper, flat lower with cooling fan
· Underseat fuel tank and lightweight bodywork for increased mass centralisation
· Tank-mounted multi-function Organic Electro-Luminescent “OEL” instrument panel
· Muscular new next-generation VMAX bodywork
· High-specification components and lightweight materials
The new VMAX will be available in Solar Black.
Yamaha have developed a range of high quality functional and cosmetic accessories for the new VMAX, as well as an exclusive range of clothing. Information on the new VMAX accessories and clothing line can be found on www.new-VMAX.com which goes live on 4th June.
History of the Yamaha V-MAX
“Power, power, power!” That’s what you always hear when our riders step off the VMAX, usually with a grin on their faces. “That punch is so impressive, you know. To have power like that is just not known before. Wheelspin everywhere. But the bike handles so easy!”
Start of development
“In our minds the VMAX was always there. It always was an iconic Yamaha model, not in terms of sales but in terms of being loved by bikers.” says Yamaha Europe Product Planning Manager Oliver Grill.
“And the VMAX scene stayed strong and active all the time. Enthusiasts still loved it and were waiting for a newer version. But we didn’t want to fiddle around with small changes. The idea grew stronger and stronger, to develop a completely new machine including a new engine. Our engineers in Japan started creating ideas about how it should be done, and I think it was around 2003 that the first real development started.”
“Initially it was very experimental, to find out the basic layout, and to determine the best engine size. At some point the engineers became confident to have found the right way to build it. That was when the official development project started.”
Explosive acceleration experience
“VMAX is a specialized and extreme concept: The most overwhelming and explosive acceleration experience!”, Oliver continues.
“Nowadays sports bikes have very high horsepower and strong acceleration too. Sheer horsepower was not the only goal for us. It’s quite easy to make a high horsepower engine, but what we wanted, is to give it a fantastic feeling.”
“VMAX owners in the past always loved the acceleration, especially the V-Boost feeling: the explosive type of power release, this overwhelming power feel.”
The V-Boost system, equipped on the american model, opened butterfly valves in the intake tract of the engine from around 6000 rpm onwards. When the butterfly valves opened, each cylinder was fed by two carburettors instead of one, and this resulted in a surge of power at high rpm: the famous V-Boost!
Oliver continues: “With the new VMAX we were determined to have that overwhelming power feel not just at high rpm, but in any rpm situation, and at any speed range!”
The new engine with 200 HP to deliver great feeling
After extensive testing: the V-cylinder angle is more narrow
Sensation and control go hand-in-hand
“Our engineering target was clear: give a ‘continuous V-Boost feeling’, at all rpm, at all speeds” mentions project leader Hajime Nakaaki.
“We tested engine capacities up to 2 litres! One of the most important facts we found: if engine capacity gets too big, you get enough horsepower but the feeling is lost because there is too much inertia and the engine becomes less explosive, the bike starts feeling too heavy, etcetera.”
Sensation: where does it come from
“It became clear to us that the real power sensation does not come from the horsepower but from how eager the engine responds, from its sound, from its pulse, from its character. Therefore, many engine configurations had to be tested. We can talk for hours about that, about crank offset, about firing order, about the V angle, about torque curves. So many things have been tested. Finally the optimum was the just-under 1680 cc V4 configuration.”
Sensation and control go hand-in-hand
One of our riders confirms: “The engine is sensational, not electric, not smooth, but with lots of character and a strong pulse and a great sound. That sound and that feel really ‘connects’ you to the engine, you have great feedback about the rpm range. You also have great feedback from power on the wheel and from traction. This results in a fantastic control over the power. That’s the real magic of this machine!”
New frontiers in vehicle dynamics
Riding position for best control
Fun in corners
“Our first big challenge was to find what engine was best, our second big challenge was to put it in a chassis and make it work!” say project leader Nakaaki.
“We really had to push new borders in chassis development, building a motorcycle with this engine size and power. It’s like entering a new field of vehicle dynamics. You may think that’s just a matter of making a stiff chassis, but that’s not the case. For example, at first we tried prototypes with an upside-down front fork, but the whole balance became too rigid, we had lack of flex which made the bike too nervous and imprecise to ride. It’s really an art to find the right balance for this chassis. We had 6 different prototypes and dozens of different frames during the development! We also spent a lot of time to maximize the rear wheel adherence to the road.”
Two generations ahead
Oliver adds “The bike is extremely powerful and built for full acceleration, so the basic layout is designed to be completely solid and stable in that condition.
The riding position also supports this. It is slightly forward and with a back support so the rider has the best control under heavy acceleration and a good view to the front.”
He continues: “On top of that, the VMAX had to become amazingly good also in handling, in normal-life conditions. And indeed when you ride the bike it is never nervous, is feels rock-solid in all conditions. It is really a breakthrough: a bike with this level of performance that is so remarkably easy to ride.”
And what about corners? Testrider Jeffry de Vries confirms: “The bike allows banking very well, I was surprised how fun it is on winding roads. The previous VMAX you would ride on the straight, and go quite slow in the corners. With this one, it’s no problem, it is simply fun, you can corner quite fast. And the suspension is so much better too, it’s a world of difference.”
What about the design? “We wanted to stay loyal to the strong design values of the previous VMAX” says designer Takeshi Umemoto.
“We had 3 Key Elements that we decided to express:
First, a brutal and macho silhouette of the bike.
Second, to have the V4 engine as the most prominent design feature. Though the bike has a strongly dimensioned aluminium frame: this aspect is almost ‘hidden’ in the design!
And then third, to emphasize the intake and exhaust flow of the engine, as on the previous VMAX. But this time we took a “4x4x4” theme for this: you can clearly see 4 intake ducts, 4 camshafts, 4 exhaust outlets.”
His passion for the design comes out again when he adds “I arranged the exhaust pipes as if they are the veins, carrying the blood of this motorcycle.”
The most powerful
Full of performance enhancing technologies
Forged aluminium pistons and special connecting rods
With 1679 cc, the VMAX is the biggest 4-cylinder mass production motorcycle.
It’s also the strongest to date, with a record 200 PS at 9.000 rpm!
And even more impressive then the horsepower output, are the torque figures with 166.8 Nm at 6.500 rpm.
To achieve this, the engine is full of performance-enhancing technologies:
– Compact, 4-valve, pent-roof combustion chambers.
– Straight valve angles: 14 degrees for the intake, 15 degrees for the exhaust, where the previous VMAX had 18 degrees for both intake and exhaust. Straighter valve angles help to optimize the port shapes.
– Shorter stroke design: Bore x stroke is 90.0 x 66.0mm where the previous VMAX had 76.0 x 66.0 mm.
– High compression ratio: 11.3 to 1, where the previous VMAX had 10.5 to 1.
– Iridium spark plugs: for extremely efficient combustion at all engine revs.
– Forged aluminium pistons: these are stronger and can therefore be built lighter, which means less reciprocating mass, less vibration and easier revving of the engine.
– The cylinders are ceramic-composite plated. This gives a high precision and leads to less frictional losses, and more durability.
– The connection rods are produced with the ‘fracture split’ method. This makes the holes for the big-end bearings extremely precise and strong. This technology was recently introduced on Yamaha’s other flagship, the R1.
Instead of manufacturing two separate halves, these carburised rods are manufactured as one single piece. The forged rod is then super-cooled and then fractured, which causes a clean break with perfectly matched surfaces on each half. This renders a perfect fit when the two halves are then bolted around the crankshaft.
Remarkably compact powerplant
Combined chain & gear cam drive builds more compact
Magnesium engine covers and titanium mufflers
Great sound from trumpets
Bigger engine, more compact
Despite the 40% higher engine capacity, 1679 versus 1198cc, and the extreme horsepower figures, the new engine of the VMAX is built more compact than the previous one!
– The V-bank angle is 65 degrees, where the previous VMAX had 70 degrees. This allows the engine to be 27mm shorter.
– The camshaft drive system is a combined chain/gear drive which keeps the cylinder head compact. In a conventional system, the cam chain runs over both the intake cam sprocket and the exhaust cam sprocket. Both sprockets then need to be large, and have a clearance between them.
With this new, combined design the cam chain drives the intake cam sprocket, which in turn has a smaller size gear connection to the exhaust cam. Since the gears are smaller sized than the sprockets, and connected together, the whole design is more compact.
– Crankcase and cylinders are made in a 1-piece construction (aluminium, open-deck type cylinders with ceramic plating).
– Magnesium alloy crank case covers help to even further reduce the weight. This applies to the clutch cover, ACM cover and drive shaft cover.
– The mufflers are made of lightweight titanium. They are also designed to be short and upswept so the exhaust sound can be heard well by the rider, to enhance the feedback between engine and rider!
A high capacity, high-performance engine like this one has a strong engine brake effect. A slipper clutch was needed.
It is a ramp-type slipper clutch, designed so that under strong back-torque (from wheel to engine), the clutch will start to slip.
This is to help to prevent rear wheel blocking or jumping when shifting down and closing the throttle at high rpm, just like on Yamaha’s supersport bikes R1 and R6.
YCC-I: variable intake ducts
YCC-T: throttle opening controlled every millisecond
Yamaha philosophy: to enhance rider-machine unity
Clean emissions through new technology
Electronic performance-enhancing technologies
YCC-I: Yamaha Chip Controlled Intake
This system shortens the intake ducts at higher rpm.
For reasons of air pulsation frequencies, short intake ducts let the engine breathe better at high rpm, while long ducts are beneficial at low rpm.
YCC-I helps to get the best power output throughout the rev range.
The system instantly ‘lifts’ a funnel away from the intake tract when the engine revs over 6650 rpm. If the funnel is connected to the intake, the intake duct length is 150mm and when the funnel is lifted away, the length is 54mm.
Yamaha’s latest R1 and R6 models also use YCC-I.
YCC-T: Yamaha Chip Controlled Throttle
This is a kind of ‘fly by wire’ throttle system that has been derived from MotoGP racebikes and has already been successfully introduced on the Yamaha R1 and R6.
This intelligent system, calculating every millisecond, ‘translates’ the rider’s throttle opening, combined with various input signals like speed, air temperature and many others, into a corresponding best angle in the intake duct. It helps to achieve a smoother engine torque character and a higher level of rider-machine unity due to a more accurate throttle response. For example it prevents poor acceleration performance when the rider opens up the throttle too quickly whereby the intake airflow speed would drop.
YCC-T also simplifies the air intake passage because there is no need anymore for sub-throttle or secondary throttle systems. Therefore, a clean and short air intake can be designed which is beneficial for high-rpm power!
Fuel injection system
The fuel injection has a very sophisticated control system and 12-hole injectors for a fine fuel spray, which results in better combustion and engine power.
It also contributes towards keeping the emissions low, supported by an O2 sensor feedback system for optimized combustion efficiency, a 3-Way honeycomb catalytic converter in the exhaust system, and an Air Injection System (AIS) injecting fresh air into the exhaust ports to further reduce emissions.
Same as YCC-I and YCC-T, EXUP (EXhaust Ultimate Power valve) was developed by Yamaha as a special valve in the exhaust system, adjusted to suit engine revs. At lower rpm it is closed, to create backpressure in the system which is beneficial for torque and sound characteristics.
The VMAX has a governed top speed of 220km/h, by a smart system, that still allows a complete quarter-mile run under full acceleration.
Ultimate stability and neutral handling
Frame and engine as a combined construction
Casting: main frame
Massive aluminium swingarm
Fuel tank under seat
Yamaha applied all their chassis development expertise to create this machine to offer both the straight-line stability a ‘drag bike’ needs, as well as the neutral and confidence-inspiring handling the rider needs in everyday situations.
The aluminium frame construction is strong and rigid as well as lightweight. The main frame, combined with the engine as a stressed member, creates an immensely strong construction directly from head pipe to rear pivot.
The wall thickness of the main frame varies between 3mm and 6 mm, to ensure optimum rigidity for excellent handling and accurate rider feedback. Yamaha even used different types of aluminium, each with a different rigidity, for different parts of the frame to achieve the optimum balance in the total construction:
– The main frame and pivot are gravity-cast, with different wall thickness;
– The rear frame’s top section, with its complex shape, is made with Yamaha’s exclusive CF die-cast production method;
– The rear frame’s bottom section, which is a straight-line support, is made of extruded aluminium.
– The engine brackets are made of cast iron, which is more vibration-resistant to flexibly absorb high stress loads on these attachment points.
The swingarm is made of lightweight cast aluminium. It has a long design (662.5 mm, where the previous VMAX was 487mm), which is beneficial to suspension function and to traction and road holding on bad surfaces.
Interesting detail: the swingarm is pre-equipped with M6 size threaded holes to easily attach race stand pick-up hooks!
Wheels and tyres
The new VMAX has modern 18 inch cast wheels, where the previous VMAX had a 15 inch, disk type rear wheel.
The wheels are equipped with low-profile tyres that were developed especially for this machine.
The massive 200 mm wide rear tyre offers good handling performance together with impressive looks and impressive acceleration performance from standstill.
The 15-litre fuel tank is located under the seat for better mass concentration.
The riding position is upright and ‘in control’.
Combined with the low gravity of the total machine, the new VMAX has a stunningly good handling!
Sophisticated rear suspension system
The new VMAX features modern, fully adjustable suspensions. The base setting represents the optimum balance between front and rear, also under strong acceleration conditions.
– The front fork is a massive 52mm cartridge type front suspension, with oxidized titanium coating on the front fork inner tubes with less inner friction in the system. This gives a more sensitive suspension and better road holding.
– Front and rear suspensions are fully adjustable in preload, compression and rebound damping. The rider can adjust it exactly to suit his or her needs.
Interesting detail: The rear suspension has special ‘remote’ adjustment buttons, easy to reach!
– The monoshock type rear suspension has a progressive link system, no comparison to the conventionally mounted twin shocks used on the previous VMAX.
Powerful hi-tech brakes
ABS (rear wheel sensor)
The VMAX has a top spec, very powerful braking system, including ABS.
– Large, 320mm diameter front disks are operated by monoblock 6-pot calipers with radial mounts.
The radial mounting reduces the torsional forces in the system for a better brake feel.
The monoblock calipers are very rigid and the 6-pot system divides the brake pressure over the whole surface of the brake pads more precisely.
This gives great feeling and feedback combined with outstanding stopping power.
– The Brembo brand front master cylinder has a radial pump for a direct feel.
– Front and rear disks are wave type, for modern looks and better heat dissipation.
– ABS is standard equipment.
The compact lightweight technology featured is the well-proven, quick-responding system which is also fitted on the 2008 FJR1300A.
Dashboard with adjustable shift flash
OEL display with many functions
High quality finish
Comfort & Convenience
The VMAX is a top of the range bike with attention to every detail. Below we describe some examples.
The dashboard contains an analogue rpm counter with integrated digital speedometer on the handlebar. There is a shift flash (shift timing indicator LED light) on top of this.
The rpm at which the light will flash is adjustable, for every gear separately!
Yamaha’s R6 and R1 also use an adjustable shift flash, but these use a general adjustment, not for each gear individually. The VMAX system is even more sophisticated in this respect.
In addition to this, there is a Multifunction display on the tank. This is not an ordinary LCD, but a new type of OEL (Organic Electro Luminescence) display that is brighter and easier to read compared to LCD’s.
It includes the following functions:
– Throttle opening angle display
– Gear position indicator
– Fuel meter
– Fuel consumption measurement
– 2 Tripmeters
– Fuel reserve tripmeter
– Intake air temperature
– Coolant temperature.
This multifunction display also welcomes the rider when the key is inserted and turned on: “Time to ride – This is VMAX”
The new VMAX has an immobilizer ignition system, which is designed to reduce theft. The ignition key has a coded chip integrated, and the bike must recognize this code in order for the bike to start. Without, the bike won’t start even if the ignition is turned or forced into the ‘on’ position.
The shaft drive system keeps the bike impeccably clean, is virtually maintenance free and reliable.
The VMAX features a very high quality finishing, built by people who love motorbikes!
Some interesting details for example:
– Hand-finished (buffed) aluminium intake covers
– Tapered handlebar
– Abundance of high-quality aluminium parts, forged aluminium pedals etc.
– Adjustable clutch and brake levers, and hydraulic clutch operation.
The new VMAX: a dream come true
Power. Acceleration. Adrenalin.
That’s what the new VMAX is all about!
Some quotes from various riders:
“I have ridden so many bikes. This one is really special, and different from any other. It’s so unique and exciting.”
“Compared to the old one, the engine is so different. It accelerates at any rpm, whenever you open the throttle it goes like hell.”
“How much, much, much better the chassis is compared to the old one.”
“I am proud to have ridden it. That will be a dream for many, and a dream-come-true for just a few.”