Breaking News about the New 2009 Vmax
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Comments & Opinions will be much appreciated...
2008 Yamaha V Max
Jon Urry sends
us back his impressions of Yamaha's eagerly-awaited 200bhp musclebike
twelve years in the making but Yamaha has finally launched their new
VMAX. Has it been worth the wait?
sold over 100,000 machines over the old model’s 16-year reign, Yamaha
took their time with the new model to ensure they got it spot on. And
finally, now it's here, the beast feels absolutely perfect.
claim the new VMAX motor makes 200bhp with 123lb.ft of torque.
Impressive stuff. So what's it like? It will hold top gear (fifth)
right down to 1,500rpm but will pull cleanly and smoothly right up to
the (restricted) top speed of just over 130mph. It's an almighty
two-wheeled nuclear powerhouse that makes the old Max look downright
lame. V-Boost? What's that?
this ain't no top speed gun, no siree. It's a quarter-mile,
tarmac-rippling weapon that'll anihalate anything else on the road.
Wheelie merchants will be a little disappointed and it’s longer than
the old bike, with more weight up front, so despite being considerably
more powerful it’s never going to head perpendicular to the line of
what you lose in show you get in go. The new VMAX leaves darkies like
no other beast on the road. Bang out the clutch in first, pin the
throttle and leave huge black lines at will. It's an absolute hoot -
if an expensive one, which even I can master.
the old model, the new VMAX also handles. It’s still a big old bus,
but the MAX held its own on the twisty smooth roads of San Diego,
giving sportier machines a run for their money. Ground clearance is
limited, but as you'd expect, this ain't no racebike. My only slight
issue was that the forks got quite upset when you throw in a few bumps
going into a corner, but the VMAX has fully adjustable suspension so
I’m sure this can be sorted, and it only really happens if you are
smile's soon wiped from your face when you look at the price tag.
£16,000 is a big chunk of anyone's money even if this is a premium
bike with premium components, as Yamaha put it. And if you're thinking
of haggling down the price at your local dealers then forget it;
Yamaha say the price tag is fixed, and it will never drop. Reflections
of their V-twin super-flop the MT-01? Let's hope not.
aside the VMAX is a worthy successor and continues the great VMAX name
with style, huge power and tons of street presence. Those who have put
their money down won’t be disappointed come November.
INDUSTRY NEWS - 2009 V-Max
Star V-Max: The Beast is Reborn
and gentlemen, it's alive! Yes, the fire-breathing monster that made
drag strips cringe some two decades ago has been reborn. That's
because for 2009 Star Motorcycles (Yamaha's sister cruiser company)
has come out with a revolutionary new V-Max.
machine was launched on the bow of the historic USS Midway located in
the harbor in San Diego, California.
carrier is all about horsepower, with some 100,000 ponies needed just
to propel the piston that launches the aircraft off the deck. Thus, no
more fitting of a place could have hosted the new king of power. Both
fans of old and new will like the machine, as it stays true to the
traditional nature of the original, while also incorporating loads of
did well to stick with the defining characteristics of the V-Max -
like the power flow created by the huge trademark intakes running
along it's massive center section. Pumping out a claimed 197.4 hp and
123 lb.-ft. of torque is a 1679cc liquid-cooled V-Four. Yes, no you
read that right - 200 hp in a cruiser! Combine that with a traditional
upright riding position and the sense of straight-line speed from this
new beast is sure to be second-to-none.
valves, DOHCs, and a 90 x 66mm bore and stroke sit inside the gear and
chain driven engine, which features lightweight technology throughout,
including aluminum pistons. Like its sporting siblings the YZF-R6 and
R1, the 'Max uses the engine as a stressed member of the frame, as
well as featuring Yamaha's YCC-T chip-controlled fly-by-wire throttle
mated to its YCC-I chip-controlled intake.
five-speed transmission puts the power to the pavement, and is
controlled via a hydraulically activated ramp-style slipper clutch,
something the motorcycle world has only seen in sportbikes - until
now. Shaft drive keeps things tidy and relatively maintenance free at
the back end, while spent gasses are exited out a 4-1-2-4 exhaust
system that features titanium mufflers. In the chassis department,
Yamaha took more cues from the sportbike side of things, using a cast
aluminum frame with a 52mm conventional cartridge fork that is
oxidized with a titanium coating and is fully adjustable for preload,
compression and rebound. Out back a fully adjustable single shock
keeps everything in line.
more from the sporting world sees two 320mm wave-type front brake
rotors, a Brembo radial pump master cylinder, and radial mount
6-piston front brake calipers. Throw into the mix some ABS and I'm
sure the average motorcycle rider will have no problems stopping the
quite heavy 683-pound machine.
of carbon fiber accessories are already available through Star
Motorcycles for the new bike, which is only going to be made in
limited quantities for 2009 - 2500 to be exact. That's less than two
per dealer. A $1000 deposit is required to reserve your spot, and the
order period is June 4 through October 31. Despite the hefty $17,990
MRSP, no doubt the V-Max will sell out, so you better get in line now.
We're definitely looking forward to throwing a leg over what looks to
be the new acceleration king.
Tuesday, June 24, 2008
vs Yamaha V-Max is one battle we're all waiting for...!!!
The two big
moto-chunkies from Japan
– the Suzuki
and the Yamaha
will soon be at each other’s throats. We will, of course, have to wait
for some time for a full-blown shootout between the two bikes, but
let’s take a quick look at how they compare in the specs sheet
The Suzuki B-King, which weighs 262 kilos, is fitted with the
1340cc, DOHC, 16-valve inline-four that pumps out 160 horsepower. The
bike does the quarter-mile in 10.23 seconds, and top speed is about
250km/h. ‘Twist the throttle and it feels as you're piloting an F-18
being flung off the end of an aircraft carrier – wide-open
acceleration from a dead stop is that intense,’ says
twin-spar cast-aluminium chassis and three-piece cast-aluminium
swingarm are quite up to the task of handling its 160 horses, and the
suspension – 43mm USD fork at the front and monoshock at the rear –
are fully adjustable. ‘While cornering, suspension feels both firm and
responsive, with plenty of ground clearance, yet cruising down a
pothole-laden L.A. street reveals a far plusher ride than that of a
GSX-R sportbike,’ says Motorcycle-USA.
which was unveiled only recently, has not been tested yet, but on
paper at least, the bike seems to have all the right stuff with which
to take on the B-King. Compared with the B-King, Mr Max packs a
bigger, more powerful engine – a 1679cc, DOHC, 16-valve V4 that
produces an astonishing 197bhp. But the V-Max also weighs 307 kilos –
47kg more than the B-King – which somewhat negates its almost 40bhp
power advantage over the B-King.
The V-Max chassis is also an aluminium twin-spar unit, with a CF
die-cast extruded aluminum subframe. There’s a 52mm telescopic
cartridge fork at the front and monoshock at the rear – both ends
being fully adjustable. And like the B-King, the new V-Max is
has an edge on pricing – the B-King costs US$13,000 while the Yamaha
V-Max, at US$18,000 is much more expensive. In the next few weeks,
we’ll see which bike wins on the dragstrip and in showroom wars. But
without waiting for the results, we’d take the V-Max anyway…
Suzuki B-King - Bike Test
By Adam Waheed
It's big, it's intimidating and it turns about as many heads as an NBA
player at Grandma's Bingo night. Now, we're not talking about an
oversized jewelry-clad basketball player; we're talking about Suzuki's
B-King. Originally debuted seven years ago at the Tokyo Motor Show,
the B-King is one ultra-cool streetfighter prototype that actually
made it into production.
The B-King is proof of Suzuki's unequivocal embrace of America's
'bigger is better' mantra. It is the largest, most powerful muscle
bike ever manufactured, period. With this one it's hard to find
anything that isn't big: big power, big brakes, big proportions and
I can't help but feel just a little bit intimidated as I gaze at its
bulging body pieces and huge twin underseat exhaust canisters
protruding like trapezoidal double-barrel artillery guns. Twin ram-air
intakes large enough to inhale witless birds sit underneath the
fashionably integrated front turn signals. Stylized pieces like the
chrome bezel on the top of the fuel tank, sculpted brake and clutch
master cylinders and the refined-looking instrument package give the
Suzuki a high-end, premium feel. Equally impressive is the high level
of overall fit and finish. Unsightly fasteners are kept to a minimum
and the body components fit together as if they were crafted out of
one complete piece.
Once in the saddle, there's no hiding its 578-lb mass (fully fueled,
ready to ride). Due to the substantial width of the gas tank your legs
are spread far apart, so riders with minimal dexterity better bring
their A-game when riding the B-King. But things get better as soon as
you reach out to the widely-spaced tubular handlebars. The relaxed,
upright riding position and tallish bars make it a very comfortable
machine. However, the high mounted foot pegs force the rider's legs
into a more aggressive bend than seems necessary.
Thumb the starter and the gigantic 1340cc liquid-cooled Inline-Four
comes to life emitting a quiet, sewing machine-like purr. 'Man, how
much better would this thing sound with some pipes' I think to myself.
The engine is almost a complete carbon copy of the one used in the new
'08 Hayabusa, except for a smaller airbox and a different 4-2-1-2
exhaust system that still uses Suzuki's exhaust tuning valve (SET)
inside. Pump the hydraulic-actuated clutch a few times before you drop
it into gear and notice its light feel, followed by a progressive
engagement. Twist the throttle and it feels as you're piloting an F-18
being flung off the end of an aircraft carrier. Wide-open acceleration
from a dead stop is that intense.
Yet the B-King is as obedient or as wild as your right wrist commands.
Feel like stunting in front of your friends? Just hammer the throttle
in the first two gears and you'll look like your neighborhood's
most-wanted villain. Feel like keeping the peace? Keep the revs low
and ride the B-King's smooth wave of 70-plus lb-ft of twist from just
3000 rpm. Power delivery is flawless throughout the 11,000 rpm rev
range and is complemented by the precise throttle response afforded by
Suzuki's Dual Throttle Valve (SDTV) fuel-injection system. The B-King
is also outfitted with Suzuki's proprietary drive mode selector (S-DMS)
which allows the rider to modify power output by choosing from one of
two modes. By default the bike is in full-power 'A' mode, but all it
takes is a simple push of a button mounted on top of the gas tank,
(while the bike is at a stand-still, in neutral) and the rider can
select 'B' mode which dramatically mellows its power delivery. The
system works well and can allow a rider of less experience to have a
more controllable ride. For those of us thrill junkies though, 'A'
mode is all you'll ever use.
Power is transmitted to the gold-colored chain final drive via a
six-speed transmission that utilizes a back-torque limiting clutch.
Shifting action wasn't as smooth as other Suzuki's we've tested
recently, but nonetheless engagement was precise. We never encountered
any mis-shifts despite repeated full-throttle acceleration antics.
Gearing is versatile for the streets, with a short first cog allowing
for easy drag races, er, I mean launches from a stoplight. Yet,
thankfully, top gear is tall enough for a low-rpm, buzz-free ride at
But the lack of a front fairing or windscreen can impede triple-digit
fun as above 120-mph it feels like the wind is trying to peel you off
the bike. Suzuki realized that this might be a hitch in the equation.
Instrumentation is easy to see at a glance and consists of a swept
analog tachometer flanked by a digital speedo, gear position
indicator, and a multitude of warning and indicator lights. There's
also a bar-style fuel gauge, coolant temperature as well as odometer,
dual trip meters and clock inside of the tach. The B-King also has a
cool miles until maintenance required countdown meter, so you'll
always know when it's time for service.
With just shy of 160 horsepower at your disposal, you'd hope that the
engineers would have endowed the B-King with a chassis stout enough to
handle all that muscle. And we're pleased to report that they have. A
clean looking twin-spar cast aluminum frame and matching three-piece
cast aluminum swingarm is paired to a fully adjustable (preload,
compression, and rebound) KYB 43mm inverted fork and equally
adjustable rear shock. Suzuki claims that suspension damping
characteristics are similar to that of their GSX-R sportbike line and
after repeated "cloverleaf exploring" on the seemingly infinite
California has, we're believers.
While cornering, suspension feels both firm and responsive with plenty
of ground clearance, yet cruising down a pothole-laden L.A. street
reveals a far plusher ride than that of a GSX-R sportbike. Despite the
suspension's full range of adjustability, we didn't feel the need to
change the settings as the stock setup is a good compromise between
cruising the block and spirited canyon blasts.
Contrary to what your eyeballs tell your brain, the B-King is rather
nimble in most situations. Sure it's not as flickable as a 1000cc
sportbike, but it still maintains a reasonable degree of
maneuverability considering its 5-foot wheelbase. It readily changes
direction with just a light tug of the wide bars and once a turn has
been initiated, subtle line changes can be made without drama. Simply
look where you want the bike to go and it's there. Also impressive is
its stability at any speed. No matter how hard we tried we couldn't
get the front end to wiggle around or get out of shape. However, at
slower speeds-especially in parking lots, there's no masking the
B-King's girth. That, coupled with its non-adjustable steering damper,
can make it rather cumbersome when you're crawling around.
Stopping is achieved via a pair of radial-mount Nissin front brake
calipers that grab onto 310mm diameter rotors. A radial-pump brake
master cylinder pushes brake fluid through rubber lines and there
isn't a hint of fade, even during extra aggressive, repeated use.
Considering that the brakes are stopping almost 600 lbs, there is a
good amount of power and plenty of feel at the end of the adjustable
brake lever. Out back a 260mm disc and single piston caliper helps
keep control while you're riding around on the fat back tire. ABS is
also available for $600 to help ensure stability during braking
regardless of road or weather conditions.
The B-King rolls on a set of 3.5 x 17 inch front and wide 6 x 17 inch
rear three spoke aluminum wheels shod in Dunlop's Sportmax Qualifier
rubber (120/70R17 front, 200/50R17 rear). We've always been a fan of
the Qualifier's due to their mild steering manners, quick warm-up
times and gum-on-shoe levels of adhesion, but the B-King's OE rear
tire lacked the same amount of outright grip that we've become
accustomed to with the Qualifier. Maybe it's the extra weight or the
immense amount of power that the 200mm wide tire has to deal with, but
it's possible to spin up the rear tire on command during hard corner
exit. Fortunately the tire has great feel so when it does spin it
doesn't catch you off guard.
At the end of the day, the B-King really surprised us. It's a big,
burly streetfighter that for the right rider could be the total
package. It's got a fresh, futuristic look like nothing else on the
street backed up with a powerful yet refined powerplant mated to a
chassis that is both composed and agile. And while it may not ever fit
in with Grandma and her crew, the B-King has us shouting BINGO!
----- Original Message -----
David V Davy
To: Hans Knop
July 06, 2008 12:35 AM
Hope this finds you well??
What do I think of the new VMax?
the new VMax is just about as close as anyone can get to virtualising
the perfect fantasy bike. The new VMax is a “back to the future” bike
that you do not own – it owns you!! It’s the equivalent of KITT – the
Knight Riders car – the Pontiac GTO of the John de Lorean era or his
Gull-Wing DMC. (John de Lorean being the late high-rise, high-living
entrepreneur / designer of “On a clear day you can see General Motors”
fame.) The new VMax (if it had a cockpit would be armour-plated -
would think for itself and have gull-wing doors!!) When I see one in
the flesh I will believe it because it’s as much a muscle-fantasy as
was “Blue Thunder” – the crime-fighting helicopter that we all became
entranced with in the late 70’s/ early 80’s! It’s so beautifully
beautiful and so beautiful ugly that it scares one – not sleek and
aerodynamic but all powerful, invincible and indestructible – it’s a
Will-o-the-wisp, an apparition, elusive yet delusive, a phantom! An
illusion of the mind!! Would I own one? Yes – if I could afford it and
I could keep it locked away – never to be ridden - because the
consequences of that mistake would be frighteningly final for me - I
David V.Davy (VO 001)
Founder & Administrator
July 01, 2008, 06:56:53 AM
Just got my new Cycle World in the mail yesterday and the new V-Max is
on the cover. Not sure if I like it. The seat looks pretty comfy and
it claims big HP and torque numbers. Maybe it will look better in
July 01, 2008
I think Yamaha
forgot they made a bike called V-Max...23 years before any REAL
18k no way, they must be marketing this to the yuppie crowd
July 01, 2008
I owned the original for 13 years. I got kicked off the Yamaha Vmax
site for voicing my opinions on this new one. Its a discrace. Standard
forks, shaft drive, nearly a 100lbs heavier, same fuel capacity, 18"
rubber, 5 speed, Speed limited in the 130s.
I can't imagine what the hell Yamahahahaha is thinking.
July 01, 2008
COMMENT ON THE
I have to agree,even if your a diehard Yamaha V-Max fan how could you
be happy,after reading this quote what a joke,I really didn't know the
specs of the bike but it doesn't sound good,the adjustable intakes is
cool teck,5 speed tranny is a joke.They said it would be the fastest
street bike,the 1000's,the busa or the 14 will chew it up,it's to
heavy and shaft driven,it probably needs 230 HP off the motor to hang
with the busa or the 1k's,they need to go back to the drawing board.
of VISORDOWN.COM wrote this about the New Vmax
After seeing the Suzuki B-King trickle from
showrooms, it's hard to imagine that you're looking at a bike that
will sell well in the UK. It doesn't matter how much poke it's got
or how well it handles, styling is important, and with a silouhette
so similar to the last model, it's instantly classic and instantly
dated at the
However, if you're looking for a new bike that gives a nod to an era
that pre-dates shell-suits and microwaves, you're in luck.
bike will be shown to the public for the first time at the German
Intermot show in October, and they'll be delivered to first
customers in November this year.
will be a limited run of 1500 units per year worldwide and you'll
only be able to order one through Yamaha's bespoke V-Max website. UK
prices are not yet decided but Yamaha UK expect it to retail for a
maximum of £16,000
I FEEL SO
SORRY for BEN COPE
who sees the New Max as a
"bike that gives a nod to an era that
pre-dates shell-suits and microwaves"
"I wonder of
you read the specs"
"It's also a
question of taste don't you think so............????????"
Apples with Apples, and in my humble opinion the Vmax belongs in a
different Niche / Category.....
Vmax CATEGORY........! !
LONG LIVE THE VMAX.........!!!!!!!
Friday, June 06, 2008 4:29 AM
Hi there HansThe new max is awesome.Its worth a couple
of extra months in `Paradise`
It's a great
bike............Just a pity that it still has got the small 15ltr
petrol tank, but we can live with that. The governed top-speed
restriction to 220km/ph is another story that we can overcome if need
and Vmax enthusiasts please let me know what you think.........!!
----- Original Message -----
From: Trevor Bruce
'Hans Knop Bamminger'
very much. sounds fantastic but why have they gone for 18 in wheels
- we'll be in the same boat in a few years time as we are now. i
agree that it'll probably be easy to de-restrict the 220km/h top end
but who needs more at our age. it does sound as if it's going to be
seriously expenisve though. cheers, trevor
----- Original Message -----
From: Gerrit Dokter
To: 'Hans Knop '
Sent: Friday, June 06, 2008 2:34 PM
Subject: RE: Sponsorship 03 - YAMAHAS
I have been devouring the newsletters and
scouring the internet for all the V-Max dope. Looks damn interesting
hey – though I am disappointed at the weight of 310 kg and the small
tank. Jeez, you would have thought that they would do something
about getting a bigger fuel tank – like perhaps putting fuel in the
frame. Or is it that they believe or know that the new chip
controlled fuel injection will give better consumption? I suppose an
after-market long range tank is again called for.
The saddle height of 775 mm I need to
look at. I am such a short legged bugger and this sort of thing is
critical to me. I am going to measure my bike saddle this weekend. A
heavy bike does not want a rider that controls it on tippy toes –
you are then just looking for the bike to fall over. Imagine picking
up a 310 kg bike (and also picking up what’s left of your dignity).
I do not think that I will buy a new
V-Max. I will shortly have 2 in my garage (the project bike is
having a new crank fitted) and I would need to get rid of the
project bike in order to get the new one, which would be a crying
shame as the project bike will be brand spanking new just about.
Whether the new V-Max is going to be worth it I don’t know yet. My
current Mr Max is faster – not bragging, merely a truthful statement
(mine goes off the clock yet the new Mr Max is governed at 220km? -
which seems like a huge shame). But I dare say that there will be
inventive ways and means of overcoming the governing chips?
Never-the-less, I certainly look forward
to seeing the new Mr Max in the flesh. I figure we will probably see
one in 2009. It will no doubt be awe inspiring and arse clenching –
which will thereafter probably quickly turn into a “must-have-one”.
Ag ja wat. My cheque book will take a pounding at some stage; I can
already see it.
Stay well Hans,
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