2009 Yamaha VMAX Preview

Engine

All-new liquid-cooled 4-stroke V4 engine

Powering the new VMAX is an all-new 1,679cc liquid-cooled 4-stroke DOHC 65 degree V4 engine which has been designed to offer an unforgettable acceleration experience created by higher levels of power, and an imposing design.

Running with bore x stroke dimensions of 90.0 x 66.0mm (compared to 76.0 x 66.0mm for the existing model VMAX) and featuring a compression ratio of 11.3:1, this visually intimidating new powerplant develops 147.2 kW (200 PS) at 9,000 rpm, together with a huge torque output of 166.8 Nm (17.0 kg-m) at 6,500 rpm.

These truly impressive power and torque figures are the result of many factors, not least of all being the 40% increase in the new engine’s cubic capacity. In addition to the extra cubes, the completely redesigned VMAX engine also benefits from the application of some of the most advanced Yamaha engine management technology ever seen in the category.

Yamaha’s G.E.N.I.C.H. technology is an advanced engineering concept which involves the application of cutting-edge electronic control technology in order to realise the dual goals of achieving increased performance and enhancing the riding experience.

The new VMAX benefits from this advanced Yamaha G.E.N.I.C.H technology with features such as YCC-I (Yamaha Chip Controlled Intake) and YCC-T (Yamaha Chip Controlled Throttle) which are key factors in achieving the new engine’s high levels of power. This new high-tech engine is the first Yamaha V4 to be equipped with a sophisticated new fuel injection system, which, together with the YCC-I and YCC-T, ensures that the powerful 65-degree V4 engine is fully equipped to deliver previously unimaginable levels of standing-start and roll-on acceleration. But the engine offers a whole lot more than awe-inspiring acceleration feeling, and advanced chip-controlled technology. It not only delivers outstanding straight-line performance, but it also ensures instant pick-up at all engine speeds, and offers remarkable performance right across the rpm range, making the new VMAX a top performer on both the strip and the open road.

Compact pent-roof combustion chambers

In order to achieve the rapid and efficient combustion processes that enable the new VMAX engine to achieve its optimal performance potential, our engineers have designed a new 4-valve pent-roof combustion chamber. For such a large capacity engine of 1,679cc with its massive 90mm bores, these new high-efficiency combustion chambers are remarkably compact, and their space-saving design has been facilitated by the introduction of an ingenious new camshaft drive system.

On a conventional DOHC engine, the intake and exhaust camshafts are usually driven by one chain, but in order to create an even more compact cylinder head, Yamaha’s engineers have designed an all-new system in which the intake camshaft is driven by a chain, while the exhaust camshaft is driven by a gear mechanism. This innovative combined chain and gear cam drive minimizes the pitch between the intake and exhaust camshafts, which in turn permits a much more compact cylinder head design. 

Iridium spark plugs

As well as the performance-boosting pent-roof combustion chambers and advanced chip-controlled technology, the new VMAX also runs with Iridium spark plugs. These special plugs are used on the majority of high performance motorcycles, and are designed to ensure extremely efficient combustion at all engine speeds. 

Narrow valve angle

The use of the space-saving combined chain and gear cam drive has also allowed Yamaha’s design team to install the intake and exhaust valves at a much narrower angle of 14 degrees on the intake side, and 15 degrees on the exhaust side, giving a total of 29 degrees. (Compared to 18 degrees intake/18 degrees exhaust on the current model VMAX). This narrow valve angle helps to minimize engine dimensions, while also permitting the use of optimized port shapes for stronger engine performance.

At the same time as reducing the valve angle, Yamaha’s engineers have also reduced the overall weight of the valve train assembly by using an inner shim type valve clearance adjustment system, as opposed to the outer shim system on the previous VMAX engine. 

65 degree V with centre cam chain

One of the major goals of the new VMAX design team has been to keep the new engine’s physical dimensions as compact as possible. Despite the fact that the all-new VMAX engine features a 40% increase in cubic capacity compared to the existing model (1,679cc vs 1,198cc), the new V4 powerplant’s overall dimensions are remarkably compact.

In order to keep the new engine’s front-to-rear length as short as possible, it adopts a 65 degree V bank, compared to 70 degrees on the original VMAX. This narrower angle between the massive cylinders serves to concentrate mass for more neutral handling performance, and makes the new powerplant 27mm shorter (from front to back) than the original model.

As well as the significant space savings achieved by the use of the innovative new combined chain and gear cam drive and 65 degree V layout, the use of a centrally located cam chain helps to minimize the new engine’s width. Despite the fact that the bore dimensions on the new larger-capacity VMAX are over 18% larger than its predecessor, the new engine’s overall width is approximately the same as the current model, and overall height is only 6.5 mm taller.

By adopting innovative new designs, Yamaha’s engineers have succeeded in achieving an extremely difficult goal, by increasing the cubic capacity of the new VMAX engine by 40%, whilst keeping overall dimensions to a minimum! 

Forged aluminium pistons

Another example of the way in which sophisticated technology has been used to enhance the performance on the new VMAX is evident in the new forged aluminium pistons. 

Fracture-split carburized con rods

Fracture-split (FS) carburized con rods were first used on the 2004 model YZF-R1, and in order to handle the huge power and torque output of the new 1,679cc V4 engine, this technology is now featured on the new VMAX. 

YCC-I - Yamaha Chip Controlled Intake

Generally speaking, a long intake passage tends to make an engine stronger in the low to mid-speed range, while a shorter intake passage gives the pressure wave a faster pulse for increased performance at higher speeds.

The YCC-I (Yamaha Chip Controlled Intake) system is designed to vary the intake funnel length so that it is ‘tuned’ to give a positive intake pulse that best suits the prevailing engine speed.

When engine revs rise above 6,650 rpm, electronically-controlled servomotors cause each intake funnel to separate instantaneously, effectively creating a shorter intake funnel measuring only 54mm, which enables the VMAX engine to deliver even stronger performance from the mid-range right through to peak rpm. 

Fuel Injection and YCC-T – Yamaha Chip Controlled Throttle

Another highly advanced feature seen on the new VMAX is the YCC-T Yamaha Chip Controlled Throttle, which features the same design as that used on the current Yamaha supersport models.
This innovative throttle has a remarkably high calculating speed, and assesses the engine’s running conditions every millisecond, which enables the system to respond instantaneously to rider inputs.

The YCC-T system on the new VMAX helps to deliver awesome acceleration feeling together with the desired torque curve in all conditions, and also prevents the 1,679cc V4 engine from ‘bogging down’ if the throttle is snapped opened too quickly. 

Aggressively-styled new aluminium air intakes and extra-large-capacity airbox

Aggressively-styled hand-finished aluminium air intakes mounted on the front left and front right side of the dummy fuel tank give the VMAX a muscular profile, and direct an intense flow of air straight into the massive new airbox which is approximately twice the volume of the design on the existing model. By delivering a strong supply of cool, fresh air, this new large-capacity airbox is designed to maximize the significant performance gains associated with the new YCC-I system. 

Low-maintenance shaft drive

Existing VMAX owners looking to upgrade to the new model – as well as those riders who are yet to discover the thrill of awesome V4 acceleration – are sure to appreciate the low-maintenance requirements and superb reliability of the new shaft drive system.

To complement the machine’s more powerful 1,679cc V4 engine, a compact new system has been designed for the new VMAX. By optimizing the ratios of the engine-side reduction gear and the final gear, our engineers have designed a smaller-diameter rear gear case. Featuring 29 teeth compared to 33 on the existing model, the slimmer and more compact 188mm rear gear case gives the machine’s rear end a much more athletic look, and further underlines the muscular image of this iconic new motorcycle. 

4-1-2-4 exhaust system with short titanium mufflers

For excellent all-round performance the new VMAX runs with a new 4-1-2-4 exhaust system featuring short, upswept mufflers. After leaving the cylinders, the four header pipes flow into a single chamber, where the system splits into a left and right side pipe, and then each of these divides again to give a 4-1-2-4 system.

An 02 sensor (Lambda sensor) detects oxygen levels in the exhaust system and regulates the fuel supply via the fuel injection system to ensure that emissions are minimized, while a 3-way honeycomb catalyser ensures the VMAX exceeds EU3 regulations.

The four single-expansion mufflers are short and upswept, and emit a strong and pleasing exhaust sound with a special pulsing sensation that announces your presence. The high quality silencers are manufactured from lightweight titanium, and finished in shot blast to complement the mean and moody look of the black frame and engine. 

Lightweight magnesium covers

For reduced weight and a high quality finish, the clutch cover, AC magneto cover and drive shaft cover are all manufactured from lightweight magnesium alloy. 

ENGINE – TECHNICAL HIGHLIGHTS

• All-new large-capacity 1,679cc liquid-cooled 4-stroke V4 engine
• Max power 147.2 kW (200 PS) @ 9,000 rpm (In France: 78.1 kW (106 PS) @ 5,250 rpm)
• Max torque 166.8 Nm (17.0 kg-m) @ 6,500 rpm (In France: 145.2 Nm (14.8 kg-m @ 5,000 rpm)
• Innovative combined chain and gear cam drive
• Compact pent-roof combustion chambers, 11.3:1 compression
• Iridium spark plugs
• Narrow valve angle of 29 degrees
• Compact 65 degree V bank configuration
• Front – rear engine dimensions 27mm less the current VMAX
• Centre camchain keeps engine width the same as current VMAX
• Lightweight and durable aluminium forged pistons
• Fracture-split (FS) carburized con rods
• YCC-I Yamaha Chip Controlled Intake for awesome acceleration feeling
• YCC-T Yamaha Chip Controlled Throttle for precision control
• Fuel Injection
• Large capacity airbox
• Front left and right side-mounted air intakes
• Slipper clutch
• Low-maintenance shaft drive system with compact rear gear case
• 4-1-2-4 exhaust system
• Short, upswept titanium silencers
• Magnesium alloy clutch cover, ACM cover and drive shaft cover
• Immobilizer

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