2018 Yamaha Vmax Top Speed
Yamaha VMX V-Max 1.7
| Make Model | Yamaha V-Max |
| Year | 2010 |
| Engine | Four stroke, V-four, DOHC, 4 valve per cylinder. |
| Capacity | 1679 cc / 102.4 cu-in |
| Bore x Stroke | 90 x 66 mm |
| Cooling System | Liquid cooled |
| Compression Ratio | 11.3:1 |
| Lubrication | Wet sump |
| Induction | Mikuni 48mm fuel injection |
| Ignition | TCI |
| Starting | Electric |
| Max Power | 147.2 kW / 200 hp @ 9000 rpm |
| Max Torque | 166.8 Nm / 17.0 kgf-m @ 6500 rpm |
| Clutch | Wet, multiple-disc diaphragm spring |
| Transmission | 5 Speed with slipper clutch |
| Final Drive | Shaft |
| Gear Ratio | 1st 2.375 2nd 1.810 3rd 1.400 4th 1.115 5th 0.935 |
| Frame | Aluminium, Diamond-shaped |
| Front Suspension | 52mm Telescopic forks |
| Front Wheel Travel | 120 mm / 4.7 in |
| Rear Suspension | Swingarm Link-type suspension |
| Rear Wheel Travel | 110 mm / 4.3 in |
| Front Brakes | 2x 320mm discs |
| Rear Brakes | Single 280mm disc |
| Front Tyre | 120/70 R18 |
| Rear Tyre | 200/50 R18 |
| Rake | 31� |
| Trail | 148mm / 5.8 in |
| Dimensions | Length 2395 mm / 94.3 in Width 820 mm / 32.3 in Height 1190 mm / 46.9 in |
| Wheelbase | 1700 mm / 66.9 in |
| Seat Height | 775 mm / 30.5 in |
| Ground Clearance | 140 mm / 5.5 in |
| Wet Weight | 310 kg / 683 lbs |
| Fuel Capacity | 15 Litres / 4.0 US gal |
| Consumption Average | 15.6 km/lit |
| Standing � Mile | 10.9 sec |
| Standing 0 - 100km | 2.7 sec |
| Standing 0 - 150km | 4.9 sec |
| Standing 0 - 200km | 8.3 sec |
| Acceleration 60-100 km/h | 3.1 sec |
| Acceleration 60-140 km/h | 6.4 sec |
| Acceleration 100-140 km/h | 3.3 sec |
| Acceleration 140-180 km/h | 3.2 sec |
| Top Speed | 222.4 km/h / 138.1 mph |
The 2010 Star VMAX features a striking, new Candy Red paint scheme.
Yamaha V-Max vs Harley-Davidson VRSCF V-Rod Muscle
V-Max vs V-Rod Muscle isn�t the first shootout most people would think of. And that�s probably because on paper, the Harley is comprehensively outgunned by the Yamaha. Mr Max is fitted with an almighty 1,697cc V4 that pumps out 200 horsepower at 9,000rpm and 167Nm of torque at 6,500 revs. The V-Rod Muscle pales in comparison, with its 1,250cc V-twin, which only makes 122bhp at 8,250rpm and 110Nm of torque at 7,000rpm.
So is it over before it�s started? Is there no match-up here at all? Toff magazine don�t think so and they�ve gone ahead and pitted the two bikes against each other. Here are some excerpts from what they have to say:
The V-Rod, which isn�t exactly dainty, is still a lot smaller than the V-Max, despite the two bikes having an identical wheelbase of 1,700mm. The Max is significantly taller and wider and the difference is immediately apparent as soon as you get on these bikes. The V-Max�s seat height is a challenging 775mm while the V-Rod�s is a rather more accessible 640mm.
Seat height apart, the two bikes have very different seating positions. The V-Max has a comfortable, upright seating position that�s ideal for cruising along at a fast clip. The V-Rod Muscle�s footpegs make you stretch your legs forward and its handlebars make you reach out much further ahead � it is, of course, the traditional Harley riding position.
Both the bikes are formidable when it comes to orgies of acceleration. Indeed, �acceleration� is what both these machines are all about. The V-Rod goes from zero to 100km/h in 3.6 seconds while Mr Max pulverises the Harley, taking just 2.66 seconds to get to the 100km/h mark.
That the Yamaha dominates everything else in straight-line acceleration isn�t surprising � its V4 engine is bigger and vastly more powerful than the Harley�s. The Harley engine is more fuel efficient though, using 8.34 liters of fuel over 100km, while the V-Max engine guzzles 9.6 liters . [Then again, if you�re buying either of these bikes for their fuel economy, you probably need to think again�]
When the traffic lights turn green, the Yamaha boosts ahead with a rare vehemence � the sheer brute force, which pumps you forward regardless of the speed or revs, is simply aphrodisiac. And yet, that V4 is also so smooth and provides such linear, progressive power that pottering along at lower speeds is easy.
The V-Rod Muscle�s engine also runs very well and unlike some other Harley engines, it never gets rough and doesn�t vibrate at higher speeds. And it sounds distinctive � a low, bass rumble compared to the higher-pitched scream of the Yamaha V4. Also, the Rod�s five-speed gearbox is quite precise, if a bit noisier than the Yamaha�s transmission.
On the move, the Muscle feels much more like a cruiser, the Yamaha like a naked sportsbike. Despite its heft, Mr Max is refreshing handy, responding to rider input promptly while cornering and yet remaining enormously stable in a straight line, at very high speeds. The Yamaha�s suspension feels nicely taut and isolates you from bumps quite well. No question, the V-Max is a masterpiece of engineering.
The V-Rod, as you would probably expect, is not as competent around corners as the V-Max, grinding out its footpegs much earlier. No, the Muscle definitely prefers a more leisurely pace though that�s not necessarily a criticism. Remember, the Harley does accelerate very hard from a standstill, looks sharp and can handle almost any kind of riding that you choose to throw at it. It�s just not as good as the V-Max, which has moved the bar up very high.
While the V-Max is definitely a more impressive motorcycle overall, it�s also significantly more expensive � about 30% more � compared to the Muscle, which is an important factor. But keeping the money factor aside, the V-Max, with its mind-numbing velocity, left an incomparable impression upon us.
Source
Faster and Faster & Toff magazine 
Ultimatemotorcycling.com review
We are reminded that the 1985 Yamaha V-Max motorcycle burst onto the scene as a fire-breathing, liquid-cooled V-4 power cruiser that had no motorcycling peer. It was, in the words of Mr. Araki, the Japanese project leader for the original V-Max motorcycle, an "American Hot Rod."
Like the original heavyweight boxer, its unadorned muscle and aggressive attitude demanded the attention of both motorcyclists and innocent bystanders. A cult surrounded the V-Max, complete with bike-specific tattoos and endless modifications designed to enhance both performance
and appearance.
However, the V-Max lost strength over the decades, as it became strangled by ever-tightening emissions requirements. Newer machines were more powerful, and lighter on their feet. Starting with the proverbial clean sheet of paper-and armed with riders' preference surveys-the Star engineers set forth to return the once mighty V-4 streetfighter to its rightful place of respect. The result: the limited production 2009 Star VMAX.
Straddling the 685-pound brute is effortless as the 30.5-inch seat height is easily manageable, and thanks to Star's fixation on mass centralization, it takes little muscle to lift it off its sidestand. Despite a displacement boost of 480cc, the new 65-degreeV-4 is more compact than its 70-degree predecessor. Like the original, the airbox is in the traditional tank location,and the fuel tank sits under the seat. All of this is wrapped up in a new aluminum chassis (frame, swingarm and subframe) with fully adjustable suspension and, now, a single rear shock.
Awaken the VMAX, and you'll love the rumble of the big V-4, even though its exhaust gases are routed through a 4-1-2-4 catalytic converter. The mufflers flare out in classic hot rod style, and are as easily heard by the rider as by admirers. Do not board this bike and twist the throttle if you crave anonymity.
Launch casually on the new VMAX and it's easy to forget that it has a shocking almost 200 horsepower on tap. This 1679cc V-4 bruiser has finesse; the EFI is flawless, so it is smooth and supple off idle. The seating position is a bit sportier than in the past-the bars are higher and farther forward, while the pegs have been moved back a bit and dropped just a sliver. This feeling of control is confidence-inspiring, and the flat seat with its relatively tall tail support locks you securely into the cockpit.
One of the storied attributes of the originalV-Max was its progressive powerband called "V-Boost". Something of a faux turbo feel (delivered mechanically on the original) it was never a hard punch in the gut, but it did give the rider an enhanced sensation of acceleration, helping the V-Max deliver physically, what it promised visually. Now, as the tach needle gathers speed, you will feel that same punch of torque-the legendary V-Boost-at about 5,000 rpm, thanks to computer-controlled wizardry and the Yamaha Chip Controlled Intake, which alters the length of the EFI's intake tunnel.
Source
Ultimatemotorcycling.com 
Source: https://www.motorcyclespecs.co.za/model/yamaha/yamaha_v%20max%2010.htm
