Friday, 10 February 2017

Yamaha V-Max (1985) Review, Top speed, Color

Posted By: ygshhd 20:31 Leave a Reply

Yamaha V-Max

High speed on the V-Max was great fun, provided you were travelling in a straight line. Corners were a different matter.

In a contest to find the ultimate production musclebike, there would be only one contender. The aggressive, engine- dominated styling would barely change in almost two decades of production.

There has never been a production motorcycle like the V-Max. Nor has there been a modern high-performance bike that has remained successful with so few changes as Yamaha’s intimidating and brutally powerful V4, which was unleashed on an unsuspecting public back in 1985.

On its introduction, the V-Max’s muscular styling and its l I98cc engine’s I43bhp output put it in a different league to every other bike on the road. It was designed by Americans and resembled a two-wheeled muscle car, with big alloy air-scoops jutting out from the side of its dummy fuel tank. The scoops and tank were fake but the V-Max's performance was certainly not. Nothing wrenched your arms like the Max. The fact that its chassis was barely able to cope simply added to the impact.

The undoubted centrepiece of the V-Max was its engine, a 72-degree, shaft-drive V4 borrowed from the Venture tourer. Yamaha's engineers tuned the Venture’s 95bhp. 16-valve engine with conventional hot-rodding components including high-lift cams, big valves, lightened pistons and a toughened crankshaft. They also added V-boost, a system that linked the carburettors to provide extra mixture - and instant extra power - at high revs.

Storming acceleration

The effect of snapping open the throttle was breathtaking. When the needle of the Yamaha’s tiny tachometer hit 6000rpm, the V-boost cut in to send the bike hurtling in a barely controlled frenzy towards the horizon. Other bikes were ultimately faster than the Yamaha, whose aerodynamics limited top speed to I40mph (225km/h). But nothing could live with the V-Max away from the line. It stormed off, painting a black stripe on the ground with its wildly spinning rear tyre, which at 150 x I5in was motorcycling’s widest.

Cornering was often equally exciting, and not always for the right reasons. The Yamaha carried its weight low (fuel lived under the seat, which helped), but there was no disguising the fact that this was one heavy, fairly crudely suspended motorbike that didn't much like changing direction. At moderate cornering speeds it was stable, but more aggressive riding resulted in the big Yamaha shaking its head in annoyance.

Not that most owners seemed to mind, for part of the V-Max’s uniquely macho appeal was that it had too much motor for its chassis. In an era of increasingly sweet-handling superbikes it stood out as a mean, nasty machine that was unbeatable in a straight line but hard work through the bends. Yet it was also easy to live with, when required. That big V4 was docile at low revs, and also commendably reliable.

The V-Max’s unique style and performance earned it a cult following back in 1985 (although, ironically, it was initially detuned in some markets including Britain), and it remained in Yamaha’s range for many years with few changes. In 1993 it gained thicker front forks and an uprated front brake. But the mighty Max entered its third decade with its essential look and personality barely changed at all. And with its reputation for raw, brutal power very much in place.

Egli's Madder Max

The V-Max's power and aggressive image made it an dea casr specials builders, who have used it as the basis of many outstand rg v-f. over the years. Among the most outrageous was the supercharged m by veteran Swiss engineer Fritz Egli in 1995. Egli bolted on a Rc:' driven by toothed belt from the crankshaft, and fed by a gaping tw - Weber carburettor in the dummy fuel tank. The result was over 200t" - - splitting noise, and performance that was terrifying despite the mild . -c ^ chassis. Despite requests, Egli refused to build more bikes for sale.

The air-scoops sticking out above each side of the engine were fake, and the fuel tank was a dummy because fuel lived under the seat. But the big V4's engine performance, at least in unrestricted form, was the real thing. Front forks and brakes were uprated on later models, but there was no need to tune the 143bhp motor.

Specification Yamaha V-Max (1985)