Yamaha V-Max and VMAX

Template: Infobox motorcycle / Maintenance / parameters

The Vmax is a motorcycle like a drag bikes from the Japanese manufacturer Yamaha, which was introduced in 1984. The large-volume and high-torque V4 engine with 107 kW ( 145 hp ) allowed a series motorcycle with high acceleration. In her many years of construction, she found little change and remained in their market niche largely without competition. In 2008, a newly developed successor version was put on the market. She now has 1679 cc displacement and provides 147 kW (200 hp).

• 2.1 V-Boost
• 2.2 Specifications 2.2.1 motor
• 2.2.2 transmission
• 2.2.3 Chassis / Suspension
• 2.2.4 Dimensions / weights

Model history

VMX 1200

Akira Araki, Project Manager at Yamaha, in the early 1980s was in the U.S. market exploring. An impressive experience for him were the " Bridge Races". Here, two motorcycles presented to the starting line and tried as quickly as possible on the quarter-mile distance ( 402.34 m) to come, as the route a bridge over the Mississippi River was used. Yamaha called this race later " Zero -4 -race". His first thought was to build a bike that " is strong on the straight and really fast ."

With these impressions Akira Araki returned to GKDI, an external Yamaha design company in Santa Monica, California. Almost a whole month he worked, Kaoru Ashihara (motor development) and the design team, consisting of the Japanese Kurachi and to bring the Englishman John Reed, the concept on paper. Ed Burke, Senior Product Planner at Yamaha USA, the team at work supported. After careful consideration, a 1:1 model was developed. When they had completed this, they returned to Japan to present the study internally.

The search for a suitable motor, it initially proved difficult, but just as a V4 engine for the Tourer Yamaha XVZ was 12/13 venture developed, which offered great potential handy to back it. A problem, however, was to bring the rather moderate designed engine with its 66 kW (90 hp) to the desired 140 to 150 hp. A turbocharger was rejected for lack of space again - after the revision of compression, intake and exhaust ports, the V- Boost system was developed.

Another problem was the landing gear to get so stable that it coped with the brute for that time engine performance and torque. Thus, a shaft drive was used instead of a drive chain. Because of the limited by the large motor space wandered for example, the 15 -liter fuel tank under the seat.

The Vmax had its premiere on the U.S. dealer meeting in Las Vegas in October 1984. The machine was intended for the 1985 season and should be brought to market in the U.S. first. The Naked Bike was a time of under 11 seconds on the quarter mile the fastest accelerating production motorcycle with an engine power, the approach presented almost at the former Grand Prix machines.

After further introduction in Japan and Europe, the Vmax was praised highly worldwide in the media and sold very well in the years 1985 and 1986 - although built only for a limited target group, not least due to the comparatively high price.

Jean Claude Olivier, Director of Yamaha France, pushed for approval of the Vmax in Europe. For the engineers at Yamaha it was a challenge to prepare the landing gear on the high- speed requirements in Europe. In 1986, the Vmax was first introduced in France. The European version, however, had initially limited no V- Boost system and therefore remained the engine power to 98 hp to meet the then stringent European regulatory criteria. More Vmax were sold as the United States in France recently as the late 1990s.

Soon asked Yamaha USA to a smaller displacement Vmax version, for example, with 750 cm ³. The project was but soon dropped for reasons of design, but with the inclined 45 ° to the front -line four- cylinder engine of the FZ 750 was from 1985 an American model, the FZX 750, built, which was sold in Europe under the model designation Fazer.

The Vmax remained without significant competition, Kawasaki tried it in 1986 with the ZL 1000 Eliminator and Honda with the 1997 featured X4, which was sold mainly in Japan.

In 2005, Yamaha introduced a special edition for the 20th anniversary on the market. Production of the first generation Vmax was set in 2006, by then the bike of Star Motorcycles, a subsidiary of Yamaha has been built and marketed in the United States.

Successor RP21

On the 39th Tokyo Motor Show in 2005 a Vmax successor was presented as a concept model. The new Vmax based on model type RP21 is produced since 2008 at Yamaha themselves and distributed worldwide. It helps in the model name only the name " VMAX " without further shortcuts that point to about the displacement. The design is oriented as the 2005 design study on the first model, technically it is, however, a completely new development.

The machine has a nominal 200 hp V4 engine with a cylinder angle of 65 ° instead of 70 °, the two timing chain driven intake camshaft drive via spur gears, the two exhaust camshafts to. The mixture preparation is handled by an electronic fuel injection as an adequate substitute for the " V-Boost " system of the first Vmax generation sets Yamaha the " YCC - I", an electronic intake control, in each case the upper of the two velocity stacks batteries at about 6,650 min-1 a piece to be raised. , to generate a higher peak power by means of the sampling line thus shortened. The electronic throttle control " YCC -T" found in the Vmax use. The characteristic lateral air scoops are made of aluminum and provide the airbox with fresh air.

The transmission also has five gears, however, the multi-disc wet clutch now has an anti - hopping function. The secondary drive is like with the original model through a propeller shaft.

The chassis is now no longer a classic steel double cradle frame, but from an aluminum bridge frame that uses the engine as a stressed member. The front forks and the rear shock are fully adjustable in spring preload and damping. Yamaha used, probably for aesthetic reasons, today rather unusual wheels with 18 inch diameter, the original equipment (model BT 028, special registration G ) had to be developed by Bridgestone specifically for the Vmax. The front disc brakes are combined with 6- piston fixed calipers, the bike has for the first time in the history of an ABS model.

Initial tests of the trade press reported slight chassis unrest which manifest themselves in oscillations in driving fast sweeping curves. Maybe here lies the reason why the top speed is electronically limited to 220 km / h. Its maximum power is reached, the motor only in 4th gear, the other gears reduces engine control the power output. It's loud, Yamaha possible due to a special programming of the control unit, durchzubeschleunigen the classic ¼ - mile from the state with full power.

The first limited edition for Europe to 1500 units sales began in November 2008 at a price of € 19,750. Since the 2010 model year, it must be purchased at the price of € 22,995. The motorcycle can be ordered exclusively through the official site of Yamaha Vmax. Previous test drives for prospective customers have not yet been provided, but it is possible now through select retailers, a Vmax to rent for a fee.

Technology VMX1200

V-Boost

When Vmax the " V-Boost " system is to improve performance for applications that only for V- engines is technically feasible. The four downdraft carburetors provide separate intake ports per a cylinder. The paired channels for cylinders 1 and 2 as well as for cylinders 3 and 4 are each provided with an additional throttle valve is controlled by a speed-dependent servo-motor. At about 6,500 min-1, the servo motor to open the throttle valve to enable the largest cross-section at 8000 min-1. Once the valves are open, each cylinder is supplied during the intake stroke of two carburettors, whereby the filling increases in the cylinders. This means on the other hand, below 6.500 min -1 more torque through lower intake cross in the carburetors.

Specifications

Motor

• Type: Liquid-cooled, four-stroke 70 ° V4 engine, DOHC, 4 valves per cylinder
• Fuel system: 4 flat slide carburetor Mikuni BDS35 with " V-Boost " function, electric fuel pump
• Bore x stroke: 76.0 x 66.0 mm
• Displacement: 1,198 cc
• Compression ratio: 10.5:1
• Rated power: 106.6 kW ( 145 hp) at 8,700 min-1
• Max torque: 122 Nm at 7,500 min-1
• Acceleration: 3.2 sec to 100 km / h

Power transmission

• Clutch: Wet multi -disc clutch in oil bath
• Transmission: Five -speed manual transmission
• Drive: propeller shaft

Chassis / Suspension

• Frame: double cradle tubular steel frame
• Front suspension: Telescopic fork, Ø 40 mm tube diameter, 140 mm axle travel
• Rear suspension: swing arm, two adjustable in spring preload and rebound shock absorbers, suspension travel 100 mm
• Front brake: dual disc, Ø 298 mm, 4 - piston fixed callipers,
• Rear brake: Disc, Ø 282 mm, double -piston floating caliper
• Front tires: 110/90 V 18 M / C
• Rear tires: 150/90 V 15 M / C

Dimensions / weights

• Wheelbase: 1,590 mm
• Seat Height: 780 mm
• Dry Weight: 262 kg
• Empty weight (with oil and full fuel tank): 283 kg

Models

Over the years a number of models of Vmax was built for export:

Strengths and weaknesses

Of her critics often pointed out the weaknesses especially the landing gear. The Vmax tends at higher speeds due to the high cross-section of the rear cross-ply tire and the very back-heavy series interpretation for commuting.

The frame is contrary to some "expert opinions " but sufficiently rigid and not one of the weak points. This must be stiffened only at extreme performance gains with gusset plates. Also, the part not very precise manufacturing of the bearing shells and the track offset is responsible for the high-speed commuting. Mainly, however, because the outdated diagonal tires and the tail-heavy design responsible. This gives a great lift on the front wheel is favored at high speeds and excessive sway can occur. Then come back to this point, the manufacturing tolerances of the bearing seats etc. into play. The worse they are, the sooner occurs commuting.

Alone but the change to modern rims with radial tires can be commuting to disapear to 90%. However, it should be noted that a maximum of 180 mm wide tires (usually dimension 180/55 ZR 17) fits into the series arm. For wider tires, the fork must be converted welded or replaced. A 180 is but considering the engine power safely the best compromise between appearance, handling and traction dar.

Especially the early years of construction have to be weakly dimensioned brakes.

The chassis design with flat steering head angle, large lag and long wheelbase and the comparatively high unladen weight are the Vmax in narrow curve combinations, moving ponderously, for example, on mountain roads for the driver. On normal roads but their performance curve is not significantly worse than with motorcycles such as an XJR 1300. Only the standard low cornering clearance restricts the fun curves significantly. The Vmax was not designed for tight corners or for racing.

The engine with its typical sound, the enormous acceleration and pulling were always praised. Thus, the Vmax of the few bikes that show up from idle to maximum speed a nearly linear curve of torque and power.

Tuning

Due to the shortcomings of the chassis, and optical reasons, the Vmax was early the subject of numerous conversions. Nowadays, it is therefore almost as difficult an original Vmax to get in the used market as a converted.

The modifications aim to deliver necessary drivability of Vmax. Thus (for example, from the Yamaha BT1100 Bulldog) radial tires including recorded by a Conversion to 17 -inch wheels for better handling and a more stable road holding at high speeds. Also, the driving dynamics adverse track offset is largely eliminated.

Improves chassis: Upside down forks for greater torsional stiffness and a little more weight forward ( standard- lift front is one of the main weak points ), longer shocks rear ( up to 5 cm, otherwise the bend angle of the Cardan universal joint is too large), exhaust system lighter against a exchange ( only the standard collector back is very difficult and therefore provides a tail-heavy design ), higher controls. In the latter case, however, is important to note that it should be sufficiently massive, because the original Soziusfußrastenplatte acts on the left side as the frame connection in the region of the tank.