New motor has a tighter V and is more compact.

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 R1, the Max comes with Yamaha's variable length intake funnels, which vary up to 150 mm for better tuning to engine RPM. 

21st century update!

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.

Air box induction.

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.

C$21,999.00

Wheels are 18 inch diameter front and back (yes the old 15 inch rear has gone!), but in homage the rear gets a gluttonous 200/50 wide tire. Seat height is up 20 mm to 785 mm.

Oh, and there's the Yamaha immobilizer system installed that has a chip in the key that needs to be recognized before the bike will start, thus preventing some ignorant oik from sticking a screwdriver in it and riding away.

MSRP for the new Max is C$21,999.00 (Includes 1 year standard warranty and an extra 2 years Yamaha Protection Plus Extended Warranty for 3 total years coverage) and comes in Metallic Black.

If you want to see more about the V-Max, Yamaha Canada have the usual info plus and extensive photo and video page and both Yamaha USA and Yamaha Europe have very inclusive dedicated microsites up.

2009 YZF-R1

The all new R1, say Yamaha, are in large part developed from the M1 Moto GP racing program.

The engine is "an entirely new" 998 cc unit with an even shorter stroke than the last generation's screamer, although Yamaha claims the engine is torquier than the old one while also revving higher.

Titanium intake valves are fitted, and a high 12.7:1 compression ratio is made possible by the wonders of modern electronic engine management.

Speaking of same, the engine features a very unusual, uneven firing order/crank arrangement. The usual four cylinder design has pistons 1 and 4 up and 2 and 3 down and fires 1-2-4-3, but the R1 puts 1 & 4 180 degrees apart as well as 2 and 3, though the middle two pistons are spaced 90 degrees from the outer two ... Hey, just take a look at the picture.

Unusual crank set up.

As a result, when number 1 is at the top, 2 and 3 are mid-stroke and 4 is at the bottom with a firing order of 1-3-2-4. That is again said to be based on the M1 Moto GP machine.

The usual range of acronyms are fitted: YCC-T (chip controlled throttle), YCC-I (chip controlled intake system), and so forth, plus a three-position mapping selector similar to that fitted to recent GSX-R Suzukis, allowing the rider to choose differing power characteristics.

A programmable shift light and gear-position indicator are also fitted, as is the current de rigeur slipper clutch. An "all-new" chassis and swingarm are intended to "improve rigidity, balance, [and] traction on corner exits." Brakes are 310 mm discs mounted to new five-spoke wheels using Dunlop tires.

Big Bang for your bucks

The forks use a new damping system with one leg dealing with compression, the other with rebound, for "more consistent damping" action. Out back, a new Soqi fully-adjustable shock has an improved (easier) preload adjuster, while in between the pegs and foot controls are adjustable fore and aft as well as up and down.

Of course, a new bike needs new looks, and while there's some resemblance to the old bike (notable in the cat's eye headlight look), the ram air intakes are integrated into the headlight area and a "layered body design" concept has been used for the fairing.

MSRP is $15,899.00

V-Star 950 won't intimidate.

Yamaha have announced a couple of new versions of its popular V-Star models, both displacing 950 cc instead of the 1,100 cc of their predecessors.

The motor is an all new 942 cc, air-cooled, SOHC, 4-valves per cylinder, 60° V-twin which according to Yamaha "produces outstanding low- and mid-range torque — maximum torque is reached at only 3,000 rpm — for exceptional cruising performance."

Four-valve heads and fuel injection certainly make the technical side good, plus belt drive provides the power transfer to the rear wheel.

Highside view.

A steel frame and 18-inch front tire combined with a 16-inch rear (that "look" thing, you know) are claimed to provide nimble handling, and Yamaha also says that it has tuned the rigidity of the chassis in the longitudinal, lateral and torsional directions.

With one of the lowest seat heights around, the V Star 950 should be an unintimidating ride for the inseam challenged with a seat height of only 675 mm (26.6 inches).

Canadian MSRP is $9,049.00 and it's available in red, blue or black. There's also a touring version (bags, screen, passenger rest) which sells for $10,599.00.

Read CMG's launch appraisal here.

FZ6R, the modest sportbike

Yamaha's latest quasi-sportbike, the FZ6R, looks intended for riders who want to make the jump from cruisers to sport, or new riders who like the sporting look but don't want to scare the bejeesus out of themselves (or maybe their parents).

The Yamaha Canada website even makes the refreshingly modest point that it "does not make any earth shattering claims," and that it lies "somewhere between cruisers and supersport bikes" -- though it looks a lot more sporting than cruising.

The new FZ6R is powered by a new 600 cc DOHC, 4-valve four with FI that is "tuned for fun and ease of use." Read that as "tuned for midrange punch, but lacking in any serious 600 hit up high."

An every day sportbike?

With a steel frame, budget suspension, and a 212 kg (466 lb) wet weight, Yamaha's new semi-sport won't make waves on the track, though it's got some reasonable numbers: 17-inch wheels, a 1,440 mm (56.7 in) wheelbase, 6-speed gearbox, and 44 lb-ft of torque at 8,500 rpm.

The bore-stroke ratio of 65.5 x 44.5 mm, borrowed from the FZ6, is a bit old-school (less max horses, but more midrange oomph) compared to the wider-shorter R6 bore and stroke, but it's not intended to win races, just hearts and minds.

Aside from its greater abundance of plastic, what separates it from the FZ6? A thousand dollars, for one thing. And that's one specification that should give the FZ6R an edge. At $8,299.00, it's a cheap ticket into the sportbike world, but with a friendlier engine and ergonomics to boot. Nice.

T-Max goes for the sporty maxi-scooter market.

Although the T-Max has been available in Europe for the last 8 years, it received an extensive redesign for 2008 (less weight, new styling and more sporty upgrades), and is the model that we'll be getting in North America.

Powered by an inline, liquid-cooled, DOHC, 499 cc four-stroke twin, with a claimed maximum of 42 hp (@7,500 rpm) and a max torque of 34.2 ft-lbs (@6,500 rpm), the T-Max should be capable of highway speeds without strain.

The motor uses a balancer shaft for smooth operation, closed loop fuel injection (with auto choke) and a cat in the pipe for reduced emissions. Transmission is the scooter standard CVT "twist and go" (no clutch and gear changer).

Front brakes mean business

Interestingly, Yamaha have erred away from another common scooter design and not incorporated the motor into the swingarm assembly, in order to reduce the amount of unsprung weight at the rear and so ensuing a more compliant suspension action. The shock is also 'pulled' instead of pushed/compressed.

Up front, conventional motorcycle style 43 mm hydraulic forks sport a pair of 'R6 inspired' four piston calipers, which clamp onto 267 mm discs and should kick ass in the world of so-so scooter brakes.

Wheels are 15 inch in diameter with 120/70R15 front and 160/60R15 rear tires.

Seat comes with lumbar support

The seat includes a three height lumbar support for the rider, and can hold  a full-face helmet beneath it. Wet weight is a claimed 222 kg and seat height is as lofty 800 mm (although the 'step-through' design of the scoot should make that usable to gods and midgets alike.

MSRP is S$9,999.00, and it is available now. Colours are dark metallic blue or reddish yellow.

There's also an 'SE' version although all we know about it is that it'll be yellow and cost an additional $150 ...

BW'S 125 gets DNA from its younger brother.

BW'S fans will be pleased to know that unlike Honda's attempt to string a lineage from the funky Ruckus 50 to the distinctly unfunky Ruckus 250, Yamaha have kept the 50's 'rally' styling on the new 125 – complete with bug-eyed lights and bulbous tires.

The motor is a 124 cc, air-cooled (with fan assist like Vespas), SOHC, four-stroke single. Sounds a bit basic? Well there are four valves in there and digital closed-loop fuel injection to give it an edge of technology. Transmission is the standard scooter CVT.

The frame is steel tube type (and exposed to boot), with 27 mm hydraulic forks and a single shock rear suspension. Braking is by a single disc and piston caliper up front and a drum at the rear.

Wheels are aluminum 5-spoke 12 inchers with a bulbous 120/70 tire up front and 130/70 at the rear. The seat covers 20 litres of storage space and claimed dry weight is 113kg.

The BW'S 125 is available now for an MSRP of $3,999.00. Colours are blue, yellow or metallic black.