Doctors all over the world will be encountering an unusual anatomical phenomenon very soon: the new Star VMAX will stretch your arms a couple of inches. But don’t worry, docs, it’s not an epidemic — after all, sales of the 2009 VMAX in the US are limited to 2,500 units. After riding the VMAX, I’ve reasoned that its name is actually an acronym: Very Maximum Arm X-tender. So go ahead and have the arms let out on your riding jacket.

Honoring The Legend

At the VMAX launch in San Diego, Star executives threw around terms like Ultimate in Performance, Hot Rod, Muscle, Respect, Power, and Pride. Actually, those were words they had heard from owners of the former VMAX models to describe the musclebike, otherwise known as the original powercruiser. Before there was a Warrior, before there was a Mean Streak, there was VMAX.

Star did its homework and paid its dues in developing the new ’MAX. In fact, the first reincarnation of the next generation VMAX was scrapped in 1999. It had a huge engine, a huge body, and no character or excitement. It just “wasn’t a fun bike to ride,” according to people in the know. Star started over with a clean slate. It had to reconsider the goals and the power character, make a reasonable body size, and regain that VMAX heritage. Star wanted a modern interpretation of the original design.

Star turned to focus groups and tracking studies to get inside VMAX owners’ heads. VMAX riders are similar to a V-twin cruiser owner in respect to age, riding experience, purchase experience, and motorcycle usage (short rides for fun, 200 miles or so). However, they differ from V-two riders in that the VMAX rider wants shaft drive (for convenience) and the V-four engine configuration. VMAX owners gave acceleration as two of the top three reasons for owning a VMAX, both acceleration from a standstill and roll-on. The other reason in the top three was ride position. There were four features that consumers requested of the new ’MAX: improve the handling, increase power slightly, improve the riding position, and, by overwhelming request, keep the V-Boost!

With this rebirth of a legend there’s a new level of acceleration, handling characteristics beyond expectation, the latest technology, and an evolution of the VMAX’s iconic design. Yamaha’s communications manager, Bob Starr, said it best: “It’s an honor for Star to have a new VMAX.”

Maximum Power

The engine is a 1679cc, liquid-cooled, 65-degree V-four configuration that produces amazing power — nearly 200 hp amazing. Technically, it makes 197 hp at the crank and over 120 ft-lbs. of torque. While nobody really trusts crank numbers because they often sound inflated, genuine rear wheel numbers are not available, as Yamaha technicians claimed they couldn’t get enough traction on the dyno drum. But I can tell you this: at 40 mph, a quick twist of acceleration will effortlessly leave a dark black line on the pavement. I topped out in first gear at 72 mph. The top speed is limited to 220 kph (137 mph) or 230 kph in race mode. When asked why “only” 137 mph, Star engineers cited the upright riding position, and said US testing deemed that speed sufficient. The speed limiter is electronic, not mechanical, so it probably won’t be long before there’s an override “fix” on the market.

Even in stock form it’s hard to describe the immense rush of torque and acceleration the new VMAX smothers its rider with. It has crushing power. The front end never felt light. Power was predictable, repeatable, and massive. It’s actually addicting to ride the VMAX. Commuting? I don’t think so. Lazily touring? I doubt it. There’s only one thing this bike is good for — when you’re up to no good.

The engine is now 27mm shorter in the head area and 7mm shorter in total length. The compact design allows better placement in the chassis; the engine sits farther forward for more weight over the front end, in the hopes of keeping it on the ground. The carryover iconic component from the first model VMAX has to be the dual-intake system — and this time around, it’s functional! Air intake through the scoops leads to a 13-liter airbox, and down into the YCC-I chip-controlled intake runners. This is technology lifted straight from Yamaha’s sportbike line. At low rpm the runners are tall: 150mm high to enhance low-end torque. At 6650 rpm, the variable intake stacks rise out of the way to make use of the 54mm base runners, thus retaining the V-Boost type of rush VMAX riders clamored for. It doesn’t have a hard hit; the engine is so powerful it just keeps on pulling.

The Denso throttle bodies are a massive 48mm in diameter. (By comparison, the previous version VMAX had 35mm carbs.) A major breakthrough came by incorporating a chain-and-gear camshaft design. The intake cam is chain-driven, and then the exhaust cam is gear-driven off the intake cam. This allows the cams to be positioned close together and allow a steep valve angle, which aids the downdraft EFI. Forged 90mm pistons make an 11.3:1 compression ratio, further aiding bottom-end power. Shim-under-bucket valve adjustment intervals are the same as the old bike, due at 26,600 miles.

Power travels through the ramp-type slipper clutch with 10 fiber and nine steel plates with hydraulic release to the five-speed transmission. The slipper reduces engine braking and is the main key to rider confidence and security. The chassis is designed to harness the huge power and uses the engine as a stressed member. The frame is cast aluminum for light weight and tuned rigidity, contributing to the precise handling. The rear swingarm is cast aluminum pushing on a SOQI 4.3" travel single shock. All the adjustments are tool-free; preload is hydraulic and knob adjusters are used for compression and rebound. The rear shaft drive swingarm has mounts for bobbins like a sportbike, but the entire rear is quite wide. To lift the rear, you’ll have to manually widen your pit stand or wait for Yamaha’s accessory department to release its dedicated VMAX stand.

The front SOQI fork boasts Ti-Oxide-coated 52mm tubes, a beefy triple camp, forged-aluminum bottom triple clamp and 4.7" of travel. Rebound is adjusted with a thumbwheel knob, while preload adjustments require a wrench and compression fine-tuning needs a screwdriver. There are sure to be a lot of embarrassed sportbike riders on canyon roads soon.

The other business end of the VMAX makes it slow as well as the engine makes it go. Brembo master cylinders front and rear control the brakes. Up front, radial six-piston Sumitomo calipers with 16mm pistons work four pads on each of the 320mm wave rotors. Out back is an Akebono rear caliper on a 298mm wave rotor. ABS is working front and rear. These brakes rate in the excellent area, and you’ll need them. Five-spoke 18" cast wheels carry a 120/70 front tire and a fat 200/50 rear Bridgestone BT028 tire. Underseat there’s a lightweight, emissions-compliant, polyethylene tank holding 3.96 gallons of fuel for a lower center of gravity and mass centralization. Besides, the VMAX has always had a history of having the filler under the seat, messing with people’s heads because they couldn’t figure out where to put the gas.

The flat seat has a high backrest that helps hold the rider in under acceleration. Unfortunately there’s no underseat storage on this all-business bike. The handlebar is tapered and attractive, but I would have preferred a slightly lower bar height and fatter grips. This handlebar is now 2" wider than old ’MAX. Up high, front and center, is the monster tach and programmable shift light with mph readout in the tach face. The shift light is rpm-and-brightness adjustable (see sidebar for more on the tank-top multifunction meter). There’s a handy key holder included with the VMAX as the key head is massive and stylized to match other bike accents. Slip the key into the holder and now you have a spark plug-sized keychain. The Intense Black paint isn’t really black, it has a metallic tint. Under sunlight it glistens dark burgundy. The seat’s red piping accents the color handsomely.

After 80 miles, the low-fuel light came on, and with the approximately 4-gallon tank, Yamaha reps estimate it’ll go about 120 miles on a tank of gas. That puts the new Max at 25-30 mpg, which is confirmed by an onboard average mpg display. As for periodic maintenance, the spin-on oil filter is right up front and easy to get to. The coolant reservoir is near the front lower right corner of the curved lower radiator (there are two) and there’s a sight window for checking oil level.

Minimum Access

The all-new 2009 VMAX is in a limited production run, only available through any Star/Yamaha dealership via a special-order program. Each comes with a two-year warranty and an individually numbered commemorative frame badge. Historically, the United States is the largest market for the VMAX, and as of this writing, pre-orders have already accounted for approximately half of the 2,500 units bound for the US. The first bikes will be delivered in late October or early November, and you can only order one from your Star dealer before October 31. After that, you’re waiting for model year 2010.

As the greeting message in the tank-top display reads when you start the new VMAX: “Time to ride, this is VMAX.” RB

Gauging Interest

The tank-top multifunction meter provides all the information and adjustments a VMAX rider might need. You cannot change display functions on the fly and the bike must be in neutral. The main display has (top to bottom, left to right) an odometer, clock, two tripmeters, analog-look fuel gauge, gear indicator, and analog-look coolant temp gauge. Enter the display functions by pressing both display and reset buttons simultaneously. This will bring up a menu for:

Brightness: Meter, needle, display

Shift light: Operation on, off, flash, rpm selection, all gears first through fifth, brightness adjustment

Display: Clock; stopwatch, or countdown

System Status: Converts display to show trip meter, intake air temp, throttle-position graph, and fuel-consumption real-time average

Maintenance: Allows you to record mileage readings for tire, oil, and a blank entry.

Optional Bits

Star continues its “We build the bike, you make it your own” motto, and there’s a shopping list of cool must-haves available for when the VMAX hits the showroom floor. The carbon-fiber accessory body parts are top-notch. The exact weight difference in the carbon-fiber bodywork from stock was not known at press time, but the carbon-fiber side ducts alone must shave several pounds over the stock aluminum scoops. The VMAX isn’t your normal cruiser and carbon fiber is not the normal cruiser component. The full carbon-fiber boogie will set you back about $3,200. But for tradition’s sake there are several billet bits, a flyscreen, and a Stiletto pillion seat.

Spec Sheet

2009 Star/Yamaha VMAX

List Price $17,990

Engine Liquid-cooled V-four

Valvetrain DOHC chain-and-gear

Displacement 1679cc

Bore x Stroke 90mm x 66mm

Compression Ratio 11.3:1

Fuel System EFI

Mfr Horsepower 197 @ 9000rpm (crank)

Mfr Torque Rating 122lb/ft @ 6500rpm (crank)

Transmission Five speed

Final Drive Shaft

Overall Length 94.3"

Wheelbase 66.9"

Rake/Trail 31degrees/5.8"

Seat height 30.5"

Fuel Capacity 3.96 gallons

Weight 685 pounds (curb)

Warranty 24 months

2009 Color Intense Black