Yamaha VMAX Performance and Capability

The liquid-cooled, 102 cubic-inch (1,679 cc) powerplant is the beating heart of the VMAX. Truly a chunk of engine, it comes in a V-4 configuration that fills the wide frame completely, and it's anything but a boat anchor.

The VMAX produces 200 horsepower and 123 pound-feet of torque. This is some 10-pounds greater than the daddy of this engine family that came out in '09.

A number of interdependent systems contribute to this power. Yamaha uses its own version of a ride-by-wire system with the Chip Controlled Throttle (YCC-T) rather than a mechanical throttle cable. It treats the actual throttle-grip position as more of a guideline than an actual rule. The engine and throttle work in harmony for smooth transitions and power delivery.

The Yamaha Chip Controlled Intake (YCC-I) takes a page from MV Agusta's book as a means to shorten the length of the intake at high rpm. It's a feature that helps bring the powerband on a little sooner, with a little more oomph.

Slipper-clutch technology provides some safety during aggressive downshifts and makes for an easy pull at the lever. A five-speed tranny sends power to the rear wheel via a drive shaft, all geared to control the awesome power of the engine. This culminates in a Yamaha VMAX top speed of 150 mph.

Design

The VMAX has been around for a while. It exists either under Yamaha directly, or under Yamaha's made-in-the-U.S. cruiser line, Star Motorcycles.

Mad Max is the first thing that comes to my mind when I spy one of these brutes coming at me. Functional air scoops on both sides of the tank form the shoulders that give it that distinctive Crouched-Bulldog, Hidden-Gazelle look.

While I still have a hard time seeing this ride as a cruiser, that is exactly how the factory categorizes it. It's an assertion backed up somewhat by the relatively relaxed rider triangle that encourages an upright riding position.

The handlebars have very little pullback to them. There is plenty of room to lean into the acceleration, and the saddle scoop is deep to contain your butt when you roll it on.

It's kind of an odd bird, the VMAX. It looks like it's having an identity crisis. There are undeniable strands of cruiser DNA in there, but the sportbike genes are dominant, and the bike seems to flaunt that half of its mixed heritage.

Chassis

An all-aluminum chassis forms the bones of the VMAX with a cast-aluminum diamond frame and swingarm. An extruded subframe to keep things light.

The fuel tank rides under the seat where it keeps the center of gravity low and adds to the feeling of control-ability at low speeds. I seriously question the wisdom of having to wave a gas hook over the seat at every fill-up.

Massive front forks add to the all-up-front look of the VMAX. The 52 mm, right-side-up forks float the front end on 4.7 inches of travel.

The forks come with the usual preload and rebound/compression damping adjustments, and they combine with the 31-degree steering head for 5.8 inches of trail. A monoshock springs the swingarm, and it comes fully adjustable through a remote-mount air reservoir.

The brakes come loaded for bear with a pair of 320 mm, wave cut discs up front and a 298 mm disc in back. Dual Brembo calipers bind the front wheel with six-pot, opposed piston calipers, and a single-pot Brembo grips the rear.

I won't lie, the combined 12 caliper pistons up front add up to a tremendous amount of braking power. For once I am really glad to see ABS, 'cause this sled definitely needs it.

Yamaha VMAX Price and Availability

The Yamaha VMAX costs $17,999 with a one-year limited warranty, but only in Matte Raven Black since 2018. Price and performance both seem to place this ride in the “upgrade” category, and would make a good ride for someone with some experience looking for a second, or third, ride.

Competitor

At a glance, the VMAX is clearly something a little bit different for the Tuning Fork Company, and while this kind of sport-cruiser is rare, it certainly isn't without peer. Italian marque Ducati has a rough equivalent in both looks and performance with its Diavel 1260.

Ducati Diavel / Diavel S

Ducati rolls with fully adjustable suspension and cornering ABS to gain a slight edge in chassis hardware. The edge extends into the electronics suite with wheelie control, lean-sensitive traction control, and power modes all bundled under the riding modes feature.

Launch control comes stock. The base Diavel 1260 is pre-wired for plug-and-play installation of a quick shifter to help you come out of the hole like a champ.

The Testastretta L-twin engine surrenders a significant chunk of cubage to Yamaha. It has 1,262 cc tucked away in its beating heart, but Ducati's engine punches above its weight.

Ducati uses dual-spark technology for positive flame-front propagation along with a variable valve-timing system. It broadens the powerband to deliver 159 horsepower and 95 pound-feet of torque against 123 pounds o' grunt from the Yamaha V4. Yeah, that puts Ducati behind in brute power, but the Italian manufacturer makes up for that somewhat with greater refinement.

Another tradeoff occurs at the checkout counter. Ducati wants $20,295 for its base Diavel 1260. That leaves some money on the table against the $17,999 VMAX, but for that money, you get a much more robust electronics suite.

He Said

“Much like the GSX-R family from Suzuki, the VMAX holds a special place in my heart. It's the second bike to scare the crap out of me, and the first bike engine I grew to hate.”

“Just to clarify, I didn't hate it 'cause it's a bad engine; not at all. I hated it 'cause at MMI it was our timing exercise model. You had to turn it over 32 times to get everything aligned properly.”

“That said, had I not been recently snakebit by my Gixxer trip, I probably would have killed myself on a friend's VMAX. Even riding cautiously it almost got away from me.”

“The VMAX is still a bully of a bike, as it has always been. I'm glad to see Yamaha stay faithful to the original look rather than try and pull it to either the sport or cruiser side of the spectrum.”

“Hopefully the price will act as something of a firewall because this is by no means a beginner's bike. Only seasoned vets should contemplate this ride.”

She Said

My wife and fellow motorcycle writer, Allyn Hinton, says, "One thing right off the bat that I'll mention is the foot position. The pegs seem high and back under your butt, which promotes that forward lean of the aggressive rider posture, but also puts the pegs in the way when you go to put your feet down.”

“Maybe because I'm short and I need all the clear space I can get is why I notice it. I don't have the available inseam to bow my legs around obstructions when the seat height is 30 inches.”

“I also wonder if I had to dab my foot, it might get caught under that peg. It might be a non-issue for you long, tall folks, but these are things I think of. Also, the big bulge of the scoops gives you a place to hook your knee, depending on your body proportions."