1994 Yamaha V-Max
1994 YAMAHA V-MAX
CYCLE WORLD TEST
HIS HIGHNESS MR. MAX, KING OF THE MUSCLE BIKES
NEARLY A DECADE AFTER ITS 1985 INTRODUCTION, THE YAMAHA V-MAX still reigns as King of the Muscle Cruisers. Most of the pretenders to the throne have long been dead and buried, leaving Mr. Max with a kingdom to himself. And while the aging monarch can no longer claim to be the world’s most powerful
production motorcycle, there’s still plenty of respect and admiration among the people for this brute of a bike. In 1994, Max returns with a cloak of bright yellow paint as his only change in specification.
The V-Max motor is a derivative of the powerplant used in Yamaha’s Venture Royale touring bike. In its Max configuration, the engine displaces 96cc less than the Venture’s-due to a 3mm-smaller bore-yet chums out significantly more power, thanks to a host of standard hot-
rod techniques, including larger valves, hotter cam profiles, higher compression ratio and a special linked-carburetor system referred to as “V-Boost.”
The 16-valve, dohc, 1198cc, liquid-cooled, 70-degree V-Four is a wonderfully smooth-running motor, undoubtedly a product of its touring heritage. and the quality of its carburation is just this side of perfection. Snapping open the throttle valves on the quad array of 35mm downdraft Mikunis produces an immediate rush of power, with buckets of torque at virtually any rpm. As the tach needle sweeps past 6500 rpm there’s a noticeable enhancement of the power as the V-Boost system kicks in. Our test Max didn’t break into the 10s at the dragstrip this year, handcuffed by very slick conditions at Carlsbad Raceway and a loss of 6 horsepower compared to CWs 1993 test Max. which put out a stout 115 ponies. Still, its top-gear roll-on numbers, more of a real-world test remain among the quickest in the industry. Although long-haul touring isn’t really part of the VMax’s repertoire, spending a day or two in its low-slung saddle isn’t entirely out of the question, either. The V-Max
puts its owner into a riding position more akin to a standard bike than to that of a fully fledged, sit-up-and-beg cruiser. The handlebar, in position and bend, is well laid out, although the footpegs were a bit too high-relative to the low seat-to suit the comfort preferences of our taller staffers. The seat also drew a few complaints for its stepped rear section, which limits the rider’s ability to scoot rearward.
While setting the air-adjustable fork at 10-12 psi worked well over a wide range of road surfaces, the ride provided by the dual-shock rear suspension is on the harsh side. This is a viable trade-off, though, because it offers the increased cornering clearance and chassis control that Mr. Max needs when working a twisty road.
Obviously, V-Max’s brawny styling imposes certain limitations on its ability to aggressively attack a set of curves, and those who try will find out that the bike’s rock-solid dragstrip stability rapidly decays when it’s asked to perform cornering antics better left to the knee-skimmer crowd. Slamming Mr. Max over hard into a comer surely will upset the bike-as well as the rider’s composure.
Contrary to the Yamaha’s muscle-bike image, a delicate touch at the controls yields far better results than manhandling the V-Max. Once you accept the role of being a gentle dance partner, it’s easy to tap into the rhythm of the road aboard the Max. Gear selection is an incidental concern due to the engine’s seemingly boundless supply of suds. Pick your gear, then concentrate on executing smooth, flowing transitions into the comers; this will set you up for a hard drive out with a minimum of dramatics. Steering is precise, neutral and fairly light at speeds under 80 mph. Well-chosen lines and a smooth hand at the throttle yields enough cornering clearance to allow decent lean angles before hardware touches down. Ride within the V-Max’s limitations and it is surprisingly swift and sure-footed through the twisties.
Any bike with a penchant for blinding acceleration and a top speed approaching a buck-and-a-half should also have equal ability to bleed off that energy. A pair of FZR-style, differential-bore, four-piston calipers insure that a two-finger pull on the front-brake lever will haul the V-Max down in impressive fashion. A deft touch at the rear-brake pedal is required to avoid inducing rear-wheel hop, and braking hard over bumps tends to chatter both ends in short order.
Style, fit and finish have never been a problem with the V-Max. The quality of its castings and paint is excellent, ditto for the chrome and machined-aluminum surfaces. Full instrumentation is provided, though the tiny tank-top tachometer can be difficult to decipher during spirited romps through the gearbox. Electrical switchgear is well laid out and functions with precision. The mirrors provide a good, vibration-free view of what’s behind.
Although no longer the outright king of high performance, the V-Max remains a living legend that has captured the imagination of American riders-Yamaha still sells about a 1000 units a year. The 1994 V-Max, available at dealerships in December, may be short on full-tilt cornering capability, limited in its long-distance usability, and dated in its features and styling. But nine years after ascending to the throne, the King is very much alive. Long live the King. □
YAMAHA
V-MAX
EDITORS' NOTES
TWENTY YEARS AGO, MY GRANDFATHER traded his 1968 Camaro for a brand-new ’73 model, a Type LT with a 350-cubic-inch V-Eight and Rally Sport package. I learned to drive in that car, and one of my fondest memories is of leaving a stoplight on the outskirts of town with the throttle buried, smoke pouring off the rear Goodyear Wide Ovals.
Few events in my life stand out as clearly, but a full-throttle, tire-yowling ride on a Yamaha V-Max comes pretty close. This motorcycle’s primary function is to dispose of the competition, not just beat them but humiliate them. When you cruise your favorite road on Mr. Max, you’re not just riding, you’re trolling for victims. Other motorcycles may post quicker quarter-mile times or higher top speeds, but none provide the same thrill.
My grandfather truly loved high-performance vehicles, and I think he would have appreciated what the V-Max
stands for. I know I do.
-Matthew Miles, Associate Editor
A .44 MAGNUM ON WHEELS. THAT’S what this thing is, serious hardware for the politically incorrect. You point it, drop the hammer. You get a roar and a kick. You depart your location with the fury of a big-bore round down a rifled barrel.
Like a .44, a V-Max isn’t something you want to spend time with every day. It’s pretty damned uncomfortable, and
with 100 miles between gas stops, it’s useless for going anyplace interesting. Unless, of course, your particular Someplace Interesting happens to be the next stoplight, or that signpost about 1320 feet down yonder; blasts from zero to a bazillion mph are this bike’s sole business.
What Mr. Max needed for 1994 was an upgraded chassis to make him more of a comer-capable all-arounder. What he got is a coat of yellow paint, providing visibility he needs about like my cat needs an aqualung. But never mind; Mr. Max is a wonderful piece, fun to ride, fun to look at. Even when he’s holstered in my garage.
-Jon F, Thompson, Senior Editor
WHAT WE HAVE, HERE, FRIENDS IS THE ultimate Screaming Yellow Zonker, a two-wheeled temptation that goes by the name V-Max. Had a tough day at work? The old Ball-and-Chain giving you a hard time? Cable TV on the fritz? No worries. What you need is a shot of Old Doc Max’s Magic Elixir. Saddle up the V-Max, give it a good, strong squirt through the gears, and all
is right with the world. There’s no such thing as an ordinary, everyday ride aboard the Max Machine.
As aerodynamic as a cinder block, about as sophisticated as a sawed-off shotgun, the V-Max will give you 143 mph and, on a good day, 10-second quarter-miles, all the while accompanied by a positively addicting V-Four rumble. Any way you cut it, that’s entertainment. I get to ride a V-Max maybe once every couple of years. When I do, I always find myself asking the same question: “Why don’t I own one of these things?”
-David Edwards, Editor-in-Chief
