1995 Yamhav-Max
1995 YAMHAV-MAX
CW RIDING IMPRESSION
TEN YEARS WITH MR. MAX
IN 1985, YAMAHA’S V-MAX SET THE WORLD OF MOTOR-
cycling on its ear. Claims of 145 horsepower had
enthusiasts converging on their local dealers, eager
for a glimpse at what was billed as the most radical
two-wheeler to come down the road in 25 years. They
were not disappointed. “There’s no other production bike on Earth that can deliver the feelings and sensations-in particular, the rush of fierce, non-stop, mind-blurring acceleration-that the V-Max can,” we said at the time. Now, nearly 10 years later, Mr. Max is still with us, and he’s still the baddest bike on the block.
The V-Max is no stranger to Cycle World. Over the past decade, we’ve done just about everything conceivable with Yamaha’s fat-tired flagship, from full-bore comparisons to deafening project bikes. Back in 1985, former CW Editor Paul Dean compared a stock V-Max-then the world’s quickest production motorcycle-to a privately owned Shelby Cobra 427SC, one of history’s most desirable sports cars. At Carlsbad Raceway, the Yamaha outdragged the 515-horse Cobra by a second and a half, prompting owner Karl Bullock to shake his head in disbelief, saying simply, “That’s some motorcycle.”
Three years later, then-Feature Editor David Edwards took another stock V-Max' to Carlsbad, this time for the Saturday-aftemoon grudge matches. Pared against a variety of late-model inline-Fours, he, too, was victorious, blasting to a personal best of 11.18 seconds at 122 miles per hour. We’ve also featured project V-Maxes, like Paul Civitello’s outrageous, chain-driven Mad Max (CW, August, 1988). Aided by a 125-pound weight loss, Civitello’s stockengined V-Max rocketed through the traps in 10.04 seconds.
Our most ambitious V-Max project was “Takin’ it to the Nines” (CW, March, 1987), where we altered the bike’s exhaust and intake system, fitted an 18-inch rear wheel, a low-profile slick and wheelie bars, then handed it to drag racer supreme Jay Gleason. The diminutive Gleason responded with an electrifying run of 9.69 seconds at 135.74 miles per hour. Clearly, the V-Max-stock or modified-has always been a force to be reckoned with.
For ’95, Yamaha has done little to alter the VMax’s addictive personality. Indeed, a fresh coat of Fire Red paint is the only change. That’s not to say the current machine is incapable of pulling its weight at the strip, around town or in the twisties. Over the years, subtle chassis updates-larger-diameter fork tubes and FZRlOOO-style brakes, for example-have kept the V-Max current.
One thing that hasn’t changed is the engine. The King of Muscle Cruisers gets its jollies from one of the best powerplants in motorcycling, a 16-valve, dohc,
1 198cc, liquid-cooled, 70-degree V-Four. A
quartet of 35mm Mikuni carburetors sit atop the engine, which boasts a 10.5:1 compression ratio and Yamaha’s unique V-Boost system.
Basically, V-Boost consists of two passages-one per pair of cylinders-that connect the fore and aft cylinders. The passages are closed until 6000 rpm, at which point an rpmsensitive servo motor opens a butterfly valve in each passage. Effectively, this allows two carburetors, instead of one, to feed each cylinder at higher engine revolutions. The result, Yamaha says, is a more constant flow of gases through the carbs, and twice the volume of fuel mixture available to each cylinder.
It is this engine-borrowed from the now-defunct Venture touring bike, then modified-that separates the V-Max from
anything else on the road.
Wonderfully smooth, the V-Four builds steam with startling speed, and once the tach needle hits 6500 rpm, the bike feels as if it has just been chucked into hyperspace by the world’s largest slingshot.
With all that performance on tap, it’s a good thing the V-Max has appropriate stopping power. Up front, a pair of 11.7-in rotors are mated to four-piston, differential-bore calipers. A single 11.1-inch rotor and twin-piston caliper are used at the rear. Stops are sure and controllable, with good feel and power.
All is not so glossy in the suspension department. The V-Max’s KYB rear shocksadjustable for spring preload and rebound damping-are harsh and unforgiving at around-town speeds. Rotating the four-position damping adjuster to the third or fourth setting provided a decent compromise, but did not cure the problem.
The air-adjustable, 43mm KYB conventional fork, on the other hand, is much more compliant, but hard braking will bottom the relatively soft
springs. Still, ridden at
a sane pace, the V-Max is a pleasing performer. Steering is neutral and precise, and adequate ground clearance is available though the footpegs, sideand centerstand, and chrome muffler guards will contact the pavement at vigorous
cornering speeds.
Ergonomically, the VMax offers a relatively flat handlebar and slightly feet-forward riding position. The seat is thickly padded but isn’t especially comfortable. Longer jaunts will have the rider searching for a reprieve, and thanks to the smallish, 4-gallon fuel tank-located underneath the seat-he won’t have to look far. During testing, our early 1995 production model (number 002) averaged 30 mpg.
Truth be told, the VMax isn’t about crosscountry comfort or gas mileage or even handling. No, the V-Max is about honest-to-gosh straight-line acceleration, wheel-spinning dragstrip launches and brutish good looks. It’s a simple formula, one that continues to produce one of the world’s most dynamic motorcycles.
Matthew Miles
