NEW 2009 VMAX Comments and Opinions

25 Май 2015 | Author: | Комментарии к записи NEW 2009 VMAX Comments and Opinions отключены
Suzuki B-King Final Prototype

First Ride: 2008 V Max


Jon Urry sends us his impressions of Yamaha’s eagerly-awaited musclebike

IT’S BEEN years in the making but Yamaha has launched their new VMAX. Has it worth the wait?

Having over 100,000 machines the old model’s 16-year reign, took their time the new model to ensure they got it on. And finally, now it’s here, the feels absolutely perfect.

claim the new VMAX motor 200bhp with 123lb.ft of Impressive stuff. So what’s it It will hold top gear right down to 1,500rpm but pull cleanly and smoothly up to the (restricted) top speed of just 130mph. It’s an almighty nuclear powerhouse that the old Max look downright lame.

What’s that?

But this no top speed gun, no siree. a quarter-mile, tarmac-rippling weapon anihalate anything else on the Wheelie merchants will be a disappointed and it’s longer the old bike, with more up front, so despite being more powerful it’s going to head perpendicular to the of flight.

But what you lose in you get in go. The new VMAX leaves darkies no other beast on the road. out the clutch in first, pin the throttle and huge black lines at

It’s an absolute hoot if an expensive one, which I can master.

Unlike the old model, the new also handles. It’s a big old bus, but the MAX held its own on the twisty roads of San Diego, giving machines a run for their money. clearance is limited, but as you’d this ain’t no racebike.

My slight issue was that the got quite upset when you in a few bumps going into a but the VMAX has fully adjustable so I’m sure this can be sorted, and it really happens if you are pushing

But the smile’s soon wiped your face when you at the price tag. Ј16,000 is a big of anyone’s money even if is a premium bike with components, as Yamaha put it. And if you’re of haggling down the price at local dealers then it; Yamaha say the price tag is fixed, and it never drop. Reflections of V-twin super-flop the MT-01?

Let’s hope not.

aside the VMAX is a worthy and continues the great VMAX with style, huge and tons of street presence. who have put their money won’t be disappointed come


9june 2008

Star V-Max: The Beast is

Ladies and gentlemen, it’s Yes, the fire-breathing monster made drag strips some two decades ago has been That’s because for 2009 Motorcycles (Yamaha’s sister company) has come out with a new V-Max.

The new machine was launched on the bow of the USS Midway located in the harbor in San California. An aircraft carrier is all horsepower, with some ponies needed just to the piston that launches the off the deck. Thus, no more of a place could have the new king of power.

Both of old and new will like the machine, as it true to the traditional nature of the while also incorporating of new technology.

Star did well to with the defining characteristics of the — like the power created by the huge trademark running along it’s center section. Pumping out a 197.4 hp and 123 lb.-ft. of torque is a liquid-cooled V-Four. Yes, no you that right — 200 hp in a

Combine that with a upright riding position and the of straight-line speed from new beast is sure to be second-to-none.

valves, DOHCs, and a 90 x 66mm and … sit inside the gear and driven engine, which lightweight technology throughout, aluminum pistons. Like its siblings the YZF-R6 and R1, the ‘Max the engine as a stressed member of the as well as featuring Yamaha’s chip-controlled fly-by-wire throttle to its YCC-I chip-controlled intake.

A transmission puts the power to the and is controlled via a hydraulically activated slipper clutch, something the world has only seen in — until now. drive keeps things and relatively maintenance free at the end, while spent are exited out a 4-1-2-4 exhaust that features titanium

In the chassis department, Yamaha more cues from the side of things, using a aluminum frame with a conventional cartridge fork is oxidized with a titanium and is fully adjustable for preload, and rebound. Out back a fully single shock keeps in line.

Yet more from the sporting sees two 320mm wave-type brake rotors, a Brembo pump master cylinder, and mount Sumitomo 6-piston brake calipers. Throw the mix some ABS and I’m sure the motorcycle rider will no problems stopping the quite 683-pound machine.

A host of fiber accessories are already through Star Motorcycles for the new which is only going to be in limited quantities for 2009 2500 to be exact. That’s than two per dealer. A $1000 is required to reserve your and the order period is June 4 October 31. Despite the hefty MRSP, no doubt the V-Max sell out, so you better get in now.

We’re definitely forward to throwing a leg over looks to be the new acceleration king.

June 24, 2008

Face-off: B-King vs Yamaha V-Max!

B-King vs Yamaha V-Max is one we’re all waiting for.

The two big from Japan – the Suzuki and the Yamaha V-Max will be at each other’s throats. We of course, have to wait for time for a full-blown shootout the two bikes, but let’s take a look at how they compare in the sheet department.

The Suzuki which weighs 262 kilos, is with the Hayabusa’s 1340cc, 16-valve inline-four that out 160 horsepower. The bike does the in 10.23 seconds, and top speed is 250km/h. ‘Twist the throttle and it as you’re piloting an F-18 flung off the end of an aircraft carrier – acceleration from a … is that intense,’ says .

The 2009 Yamaha V-Max. was unveiled only recently, has not tested yet, but on paper at the bike seems to have all the stuff with which to on the B-King. Compared with the Mr Max packs a bigger, more engine – a 1679cc, DOHC, V4 that produces an astonishing But the V-Max also weighs 307 – 47kg more than the – which somewhat negates its 40bhp power advantage the B-King.

The V-Max chassis is an aluminium twin-spar unit, a CF …-cast extruded aluminum There’s a 52mm telescopic fork at the front and monoshock at the – both ends being adjustable. And like the B-King, the new is available with anti-lock .

The Suzuki has an edge on pricing – the costs US$13,000 while the V-Max, at US$18,000 is much expensive. In the next few weeks, see which bike wins on the and in showroom wars. But without for the results, we’d take the anyway…

2008 Suzuki — Bike Test

By Adam Waheed

It’s it’s intimidating and it turns as many heads as an NBA player at Bingo night. Now, not talking about an oversized basketball player; we’re about Suzuki’s B-King. debuted seven years ago at the Motor Show, the B-King is one streetfighter prototype that made it into production.

The is proof of Suzuki’s unequivocal of America’s ‘bigger is better’ It is the largest, most powerful bike ever manufactured, With this one it’s to find anything that big: big power, big brakes, big and big weight.

I can’t help but just a little bit intimidated as I at its bulging body pieces and twin underseat exhaust protruding like trapezoidal artillery guns. Twin intakes large enough to witless birds sit underneath the integrated front turn

Stylized pieces like the bezel on the top of the fuel tank, brake and clutch master and the refined-looking instrument package the Suzuki a high-end, premium Equally impressive is the high of overall fit and finish. Unsightly are kept to a minimum and the body fit together as if they were out of one complete piece.

Suzuki B-King Final Prototype

Once in the there’s no hiding its 578-lb (fully fueled, ready to Due to the substantial width of the gas tank legs are spread far apart, so with minimal dexterity bring their A-game riding the B-King. But things get as soon as you reach out to the widely-spaced handlebars. The relaxed, upright position and tallish bars it a very comfortable machine.

the high mounted foot force the rider’s legs a more aggressive bend seems necessary.

Thumb the starter and the gigantic liquid-cooled Inline-Four comes to emitting a quiet, sewing purr. ‘Man, how much would this thing with some pipes’ I to myself. The engine is almost a carbon copy of the one used in the new Hayabusa, except for a smaller and a different 4-2-1-2 exhaust that still uses exhaust tuning valve inside.

Pump the hydraulic-actuated a few times before you drop it gear and notice its light followed by a progressive engagement. the throttle and it feels as you’re an F-18 being flung off the end of an carrier. Wide-open acceleration a … stop is that

Yet the B-King is as obedient or as wild as right wrist commands. like stunting in front of friends? Just hammer the in the first two gears and you’ll like your neighborhood’s villain. Feel like the peace?

Keep the revs low and the B-King’s smooth wave of lb-ft of twist from 3000 rpm. Power is flawless throughout the 11,000 rpm rev and is complemented by the precise throttle afforded by Suzuki’s Dual Valve (SDTV) fuel-injection The B-King is also outfitted Suzuki’s proprietary drive selector (S-DMS) which the rider to modify power by choosing from one of two modes.

By the bike is in full-power ‘A’ but all it takes is a simple push of a mounted on top of the gas tank, (while the is at a stand-still, in neutral) and the rider can ‘B’ mode which mellows its power delivery. The works well and can allow a of less experience to have a controllable ride. For those of us junkies though, ‘A’ is all you’ll ever use.

is transmitted to the gold-colored chain drive via a six-speed transmission utilizes a back-torque limiting Shifting action wasn’t as as other Suzuki’s we’ve recently, but nonetheless engagement was We never encountered any mis-shifts repeated full-throttle acceleration

Gearing is versatile for the streets, a short first cog allowing for drag races, er, I mean from a stoplight. Yet, top gear is tall enough for a buzz-free ride at freeway

But the lack of a front fairing or can impede triple-digit fun as above it feels like the wind is to peel you off the bike. Suzuki that this might be a in the equation.

Instrumentation is easy to see at a glance and of a swept analog tachometer by a digital speedo, gear indicator, and a multitude of warning and lights. There’s also a fuel gauge, coolant as well as odometer, dual meters and clock inside of the The B-King also has a cool until maintenance required meter, so you’ll always when it’s time for

With just shy of 160 horsepower at disposal, you’d hope the engineers would have the B-King with a chassis enough to handle all that And we’re pleased to report they have. A clean twin-spar cast aluminum and matching three-piece cast swingarm is paired to a fully (preload, compression, and rebound) KYB inverted fork and equally rear shock.

Suzuki that suspension damping are similar to that of their sportbike line and after cloverleaf exploring on the seemingly freeway interchanges Southern has, we’re believers.

cornering, suspension feels firm and responsive with of ground clearance, yet cruising a pothole-laden L.A. street a far plusher ride than of a GSX-R sportbike. Despite the full range of adjustability, we feel the need to change the as the stock setup is a good between cruising the block and canyon blasts.

Contrary to your eyeballs tell brain, the B-King is rather in most situations. Sure not as flickable as a 1000cc sportbike, but it maintains a reasonable degree of considering its 5-foot wheelbase. It changes direction with a light tug of the wide bars and a turn has been initiated, line changes can be made drama. Simply look you want the bike to go and it’s

Also impressive is its stability at any No matter how hard we tried we get the front end to wiggle around or get out of However, at slower speeds-especially in lots, there’s no masking the girth.

That, coupled its non-adjustable steering damper, can it rather cumbersome when crawling around.

Stopping is achieved via a pair of Nissin front brake that grab onto diameter rotors. A radial-pump master cylinder pushes fluid through rubber and there isn’t a hint of even during extra repeated use. Considering the brakes are stopping almost 600 there is a good amount of and plenty of feel at the end of the adjustable lever.

Out back a 260mm and single piston caliper keep control while riding around on the fat back ABS is also available for $600 to ensure stability during regardless of road or weather

The B-King rolls on a set of 3.5 x 17 inch and wide 6 x 17 inch rear spoke aluminum wheels in Dunlop’s Sportmax Qualifier (120/70R17 front, 200/50R17 We’ve always been a fan of the due to their mild steering quick warm-up times and levels of adhesion, but the B-King’s OE tire lacked the same of outright grip that become accustomed to with the

Maybe it’s the extra or the immense amount of power the 200mm wide tire has to with, but it’s possible to up the rear tire on command hard corner exit. the tire has great feel so it does spin it doesn’t you off guard.

At the end of the day, the B-King surprised us. It’s a big, streetfighter that for the right could be the total package. got a fresh, futuristic look nothing else on the street up with a powerful yet refined mated to a chassis that is composed and agile.

And while it may not fit in with Grandma and her crew, the has us shouting BINGO!

Suzuki B-King Final Prototype
Suzuki B-King Final Prototype
Suzuki B-King Final Prototype
Suzuki B-King Final Prototype
Suzuki B-King Final Prototype


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