Motorcycle specifications Yamaha1700 V-MAX 2012 Power to power

the myth is back! The street dragster that stunned passers-by and cobblestones in 1985 is back in the spotlight. An offbeat machine, then and now: with its frail custom front end, anvil-like weight, forgettable braking, black-jacket face and big 145-bore V4, the 1200 V-Max was unlike any other, and humbled even the stoutest of fellows. As the years went by, standards began to kick in, radars multiplied, and a voice of "Be reasonable...!" was heard... Was this the decline of the monsters of yesteryear?

fortunately not! For a while, power was on the back burner, but now it's back, stronger than ever: B-King, 1400 ZZR, Hayabusa, hypersportives of all nations... They all boast insane power. The stage is now set for a new queen of fire, metal and fury: the 1700 V-MAX.
Is this a tribute to the initiator or a new stroke of madness from Yamaha? Definitely both. From the top of the rev counter to the end of the gimbal, the V-Max identity sticks to it. Except that here, everything about the 1200 is swollen, exuberant, cut to the quick, projected into the 21st century with unreasonable ardor. Like a cave-dwelling beast flayed and attacked on steroids, the 1700 V-Max awaits only a bold hand to unleash the apocalypse in its pistons. It no longer has the V-boost of its ancestor to rip the guts out of the road, but the technology inside still pushes the limits of madness. The key point is the V4: enormous, overflowing and overflowing, with figures to stretch your spine: 1679 cm3 - 200 hp - 17 mkg. And all the technology of the latest R1 and R6.

tHE V4 ENGINE, KEYSTONE OF THE NEW V-MAX

It's the star of the show. On the new V-Max, everything has been designed to focus attention on it, both visually and dynamically. Open to 65° (70° on the old 1200), with all the fittings of a modern engine (liquid cooling, double ACT, fuel injection), the boiler has exploded in cubic capacity: +40%. And all in the bore, which increases from 76 to 90 mm. Multiplied by an unchanged stroke of 66 mm, the result is a 1679 cm3 mill. Yamaha didn't deny this big mill anything: new 4-valve, roof-shaped combustion chambers, a new, even more compact cylinder head featuring a new system in which the intake camshaft is driven by a chain, while the output camshaft is driven by a chain.camshaft is driven by a chain, while the exhaust camshaft is driven by a sprocket mechanism, iridium spark plugs, valve angles reduced to29° (14° intake, 15° exhaust), forged aluminum pistons, case-hardened connecting rods with Fracture-Split technology (used on the on the R1 since 2004), airbox twice the size of the 1200, magnesium side cases, anti-dribble clutch, and, last but not least, the YCC-I and YCC-T. Here's a summary of these 2 systems:

- YCC-T is the "Drive by wire" throttle control system, for more precise acceleration management. This process was introduced in 2006 on the R6 - Yamaha Chip Controlled Throttle, inherited from the M1 competition bike.

- YCC-I: inaugurated on the 2007 R1, this is a motorized, electronically-controlled variable air intake system. Concept: Generally speaking, a long intake passage tends to make the engine more powerful at low and medium rpm, while a shorter intake passage gives a quicker boost to the pressure wave for greater performance at high rpm. The YCC-I (Yamaha Chip Controlled Intake) has been designed to vary the length of the intake duct so that it adapts to provide the ideal intake pulse at any engine speed. When engine speed exceeds 6,650 rpm, electronically-controlled servomotors cause instant separation of each intake duct, creating a shorter duct that does not measure the engine's speed.this creates a shorter duct measuring just 54 mm, enabling the VMAX engine to deliver even greater performance, from mid-range to the top of the rev counter.

What's more, a major effort has been made to keep the 1700 cc 4-legged engine as compact as possible. Despite cubing 481 cc more, the V4 has only increased in height by 6.5 mm, and is even 27 mm shorter.
Last but not least, one of the V-Max's other hallmarks, the cardan shaft drive, has been retained; it is, of course, optimized, slimmer, more compact and more stylish.

In short, the new V4 is not just a monster of power. It's also an ogre of technology, as accomplished as the latest versions of Yamaha's sport bikes.
Let's summarize its main technical features:

mINIMAL FRAME, BUT STRONG STUFF!

do you think it's only the engine that benefits from the Yam engineers' pampering?!
Que dale! Although the technical staff have hidden it away as much as possible to make the mechanics stand out as much as possible visually, its design is based on the same rigor and process as the R1 and R6. An extremely strong yet very light structure, made from a variety of gravity-cast, die-cast and extruded aluminum sections. The combination of these different types of aluminum, each with its own level of rigidity, is one of the key factors in achieving the desired balance of rigidity. To further refine this balance for excellent handling, the wall thickness of the main frame varies between 3 mm and 6 mm, and the V4 is also used as a stiffening element.

with all this in place, the 1700 V-Max should not budge one iota, and should prove extremely stable. On the other hand, with a wheelbase of 1700 mm (110 mm longer) and a very open column angle of 31°, it's a long way from the liveliness of a supermot. Between 2 sets of traffic lights, it'll be impossible to compete with the V-Max, but as soon as the going gets a bit rough, the Yam dragster is less likely to show off.

not a ballerina, but sure-footed and rock-solid. A 35% longer swingarm provides maximum traction and minimum wheeling. At the front, the 52 mm fork tubes are covered with an oxidized titanium coating. Despite appearances, the fork is not an inverted model - which doesn't matter, given the diameter of the tubes and the associated equipment: a triple-clamping cast-aluminum upper fork crown, a triple-clamping forged-aluminum lower crown, and respectable 6-piston radial calipers biting 320 mm discs (again, R1 gear, except that the discs are Wave-type).
With 18" wheels front and rear, sporty rims and big brakes, we're already reassured by the improved braking performance, especially with the new ABS. Let's face it, there's 310 kg (all wet) to stop. At high speeds, it could be tricky. But the new V-Max will be limited to 220 km/h. We're really lucky in France; as if the 100 hp limit wasn't enough...

another strong point that many V-Max owners have appreciated is its instrumentation. The 1200' s dual instrument cluster was also sent through time to join us... and like the rest of the machine, it met the technology fairy along the way. Mounted above the dummy tank, an "OEL" multifunction instrument panel with LED display shows a varied range of information on its 256 x 64 dot screen. Functions include odometer, trip meter, clock, fuel gauge, temperature gauge, gear indicator, instantaneous fuel consumption, intake air temperature and throttle opening, plus a stopwatch with countdown timer.
Higher up, above the handlebars, the essentials keep watch: an unmistakable rev-counter with a huge shift-light. There's even a small window for displaying satellite speed.

cHASSIS - MAIN TECHNICAL FEATURES