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10-06-2008, 02:21pm
(This post was last modified: 10-06-2008, 04:28pm by Bill Gaheer.)
Yamaha was claiming it to be better then Busa 
! Just look at the weight 310 kg !!!!!!
Yamaha have revealed their 2009 V-Max, the successor to the original iconic Max that made its debut way back in 1985. We've added a few bits of info since we first posted this, but we've bolded them for easy identification.
The new V-Max is an all new machine which has spent a decade in development. The heart of the Max – its liquid-cooled V4 motor – is still there, but the capacity has been boosted from 1198 to 1679 cc with a slight reduction in the v-angle from 70 to 65 degrees. The new motor is also more compact and features a new combination gear and chain cam drive that drive the intake cams by chain, but then the intakes drive the exhausts by direct gearing, allowing for more compact cylinder heads.
A 180 degree crank is fitted (pistons up and down alternatively) which although gives a certain amount of balance in itself, is aided by a balance shaft. The carbs have been replaced with 48 mm injectors, while compression ratio is boosted from 10.5 to 11.3 to 1. Much like the new R1, the Max comes with Yamaha's variable length intake funnels, which vary up to 150 mm for better tuning to engine RPM.
These changes result in a huge torque increase with Yamaha claiming a chunky 123 ft-lbs (presumably at the crank) while the old Max could only muster a little shy of 80 ft-lbs, though that was rear wheel. Horsepower is a claimed 200PS, which is about 197 actual horsepower, coming in at 9,000 rpm.
A hydraulic slipper clutch takes care of ham-fisted gear changes. There's five speeds inside the box and the final drive retains the shaft. The exhaust system is a complex sounding four into one into two into four and retains the EXUP valve while keeping emissions down with a cat.
The old steel cradle frame has been replaced with a lightweight cast aluminium jobbie with similar (detachable) sub frame and extra long swingarm for better traction. Total wet wet is a claimed 310 Kg.
Suspension up front, while still conventional forks, are now far fatter with a 52 mm fork replacing the old 43 mills and fully adjustable for preload, compression and rebound. Out back the twin shocks have been replaced with a mono-shock, also fully adjustable.
The fuel tank (15 litre capacity) stays under the rider's seat, with the airbox still sitting where tanks used to live when I were a lad. 320 mm wave style rotors adorn the front, with massive 6 piston radially mounted calipers to haul everything to a stop. A 298 mm, single piston caliper sits at the rear. Braking is now ABS, just in case you grab a bit too big of a handful.
***Copied from some online mag***
! Just look at the weight 310 kg !!!!!!Yamaha have revealed their 2009 V-Max, the successor to the original iconic Max that made its debut way back in 1985. We've added a few bits of info since we first posted this, but we've bolded them for easy identification.
The new V-Max is an all new machine which has spent a decade in development. The heart of the Max – its liquid-cooled V4 motor – is still there, but the capacity has been boosted from 1198 to 1679 cc with a slight reduction in the v-angle from 70 to 65 degrees. The new motor is also more compact and features a new combination gear and chain cam drive that drive the intake cams by chain, but then the intakes drive the exhausts by direct gearing, allowing for more compact cylinder heads.
A 180 degree crank is fitted (pistons up and down alternatively) which although gives a certain amount of balance in itself, is aided by a balance shaft. The carbs have been replaced with 48 mm injectors, while compression ratio is boosted from 10.5 to 11.3 to 1. Much like the new R1, the Max comes with Yamaha's variable length intake funnels, which vary up to 150 mm for better tuning to engine RPM.
These changes result in a huge torque increase with Yamaha claiming a chunky 123 ft-lbs (presumably at the crank) while the old Max could only muster a little shy of 80 ft-lbs, though that was rear wheel. Horsepower is a claimed 200PS, which is about 197 actual horsepower, coming in at 9,000 rpm.
A hydraulic slipper clutch takes care of ham-fisted gear changes. There's five speeds inside the box and the final drive retains the shaft. The exhaust system is a complex sounding four into one into two into four and retains the EXUP valve while keeping emissions down with a cat.
The old steel cradle frame has been replaced with a lightweight cast aluminium jobbie with similar (detachable) sub frame and extra long swingarm for better traction. Total wet wet is a claimed 310 Kg.
Suspension up front, while still conventional forks, are now far fatter with a 52 mm fork replacing the old 43 mills and fully adjustable for preload, compression and rebound. Out back the twin shocks have been replaced with a mono-shock, also fully adjustable.
The fuel tank (15 litre capacity) stays under the rider's seat, with the airbox still sitting where tanks used to live when I were a lad. 320 mm wave style rotors adorn the front, with massive 6 piston radially mounted calipers to haul everything to a stop. A 298 mm, single piston caliper sits at the rear. Braking is now ABS, just in case you grab a bit too big of a handful.
***Copied from some online mag***
![[Image: SigPic100.jpg]](http://img.photobucket.com/albums/v473/Volvi/SigPic100.jpg)
They don't have shitty clutches or
Nah............that ridiculous B king has that title wrapped up......too bad Suzuki didn't stick to the prototype design, it was sensational.........but that thing is just a cheap compromise ....
after all the proof's in the pudding..................now if Suzuki could just dump that tuba arsed exhaust... 