Testing – Roadtec Z8 Interact tire test: Metzeler refines its Sport-Touring benchmark – Interact throws the right strings

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Turbo madness in the test

250 PS: MAB-Yamaha Vmax Bi-Turbo

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Who sows the wind will reap storm! Playing with the unleashed elements is a tempting and borderline one at that. Nevertheless, PS did not last long and faced the most powerful Vmax of all time. We forced ignitable mixture cubic meters into the forced-ventilation combustion chambers and rode on orgiastic waves of almost infinite acceleration.

MAB-Yamaha Vmax in the test

Vin front of me are 334 kilograms of steel, aluminum and plastic. Shapely presented on two fat wheels with thick rubbers. A small turn of the hand unlocks the ignition lock, direct current floods the conductor tracks of the electrical system, the first step to animate the monster is done. Tea petrol pumps start to work, pushing fuel like adrenaline through the pipes, the gun is now loaded and the safety catch is released. A quick press of the starter button brings the block to life. And transforms this previously lifeless sculpture into a muscular, strong animal. It is now in the hands of whoever sits on it whether the story has a good or a bad ending. Whether the rear drawn dissolves in smoke and pleasure while it is still from the 250 hp or whether it suffers this fate while driving and judges other road users.

Judging is the right word, because the first approach to the Yamaha Vmax, which is equipped with two turbochargers by MAB-Power, feels like walking to the scaffold. 250 horses, 211 Newton meters and 15 liters of gasoline are ready to put an end to the delinquent. Only I have the vague feeling that it is not the tire that is supposed to be the victim here, but me; that the machine instead of the human is in control of the situation. All right, let’s surrender to our fate and climb this infernal machine that hums with a subtle bass. Erecting the side stand again shows how small and weak we are, but how big and heavy the Yamaha is. The left hand becomes a screw clamp, the reinforced coupling can only be separated with great difficulty. With a soft "Klong" the first gear engages: we’re ready to go. When the idle speed is slightly higher, I carefully engage the clutch. It tugs shortly before the frictional connection is completely established – we roll. With 1500 tours we go off, adding up to the second and third. Tempo 50 is reached, everything is normal so far. The raised hair on the back of the neck and the slightly increased pulse return to normal. Everything easy, everything cool! The block rolls like a serial Vmax through the small streets of the city center and needs to be moved with care and caution.

After a few meters we reach the promenade in the city of Stuttgart. Not for presentation purposes, but to leave the city as quickly as possible. And it comes as it has to come. The pedestrian lights are red, Max and I are 300 meters straight ahead. To our left is a 3-series BMW with the usual suspects on the front seats. Then the hair on the back of the neck stand up again, giving the secret signal for a small show of force. A violent argument begins between the angel on the left and the devil on the right shoulder. "Let it go, it’s too early, the engine is still cold", so the angel. "Get them, give the two clowns something to tell", so the devil. The traffic light turns green, reason wins. At the vocational school, the two BMW employees wouldn’t tell anyway that, and above all, how they were judged by a motorcycle.

300 meters further, the next set of traffic lights – red, of course. BMW on the left, brave this time. The idle of the poor six-cylinder is kept rhythmically between 2000 and 3000 tours by the driver’s gas foot. A look at the Yamaha cooling water display clarifies the situation. The water is warm, the Vmax is ready to pour the boys a lot. Apparently they think the Vmax is a cruiser and not a veritable dragster. "And lead us not into temptation", it shoots through my head. Green! The 325i with sports exhaust barely manages to let its rear wheels creak briefly and pulls away with an asthmatic rattle. A bluish cloud of oil from the stainless steel pipes and the rear that clicks upward signal the gear change in stage two.

Turbines in action


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At the imposing Vmax, the thick turbines, one on each side, are hardly noticeable. Thanks to the matt black fresh air and exhaust pipes, inexperienced viewers consider the monster to be a harmless cruiser.

"O.k., the boys deserve it no other way, to work their turbos!" Also in second gear, right next to the front passenger, I pull the clutch, let the speed snap to 7500 rpm, pull the front brake slightly and let the clutch click again. The front wheel twitches and tends to lock for a fraction of a second. Just in time, the rear tire loses the fight against the torque and begins to spin wildly. Yes! The load is now stable again, picks up speed in a well-dosed manner parallel to the BMW and unwinds layer by layer of the finest rubber. White smoke rises, envelops the rear of the Max and penetrates with an acrid smell into the interior of the BMW and the noses of the challenger without a chance.

Traffic light number three, red again: the two lowlights stare out of the window of their Bavarian motor car with open mouths and can barely guess what has just happened. On the asphalt behind us, a silent witness: 200 meters of black line. Rubber on gray asphalt is the title of the work of art. Sponsored by Bridgestone and Shell, created by an unknown artist.


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Not for thin-armed pot holder hackers, direct marketers or online sellers. If you take a seat on the Bi-Turbo-Max and bring it to life, you put yours into your hand. So brain on and hold on.

"Great sausage, that was really great", the angel complains pouting from my shoulder and withdraws into his reason-called Separée. The devil, on the other hand, chisels his thieving grin firmly on my face with shining eyes and applauds.
Of course, a standard Vmax would have been enough for the old three-series BMW, but with it the humiliation of the car occupants would not have been so drastic. Standard is a good keyword, because basically the Yamaha drives like a normal Vmax, at least as long as the speeds remain below 3500 rpm.

It’s big, wide and heavy, the turbo kit adds another 20 kilograms to the total weight of the yam. The Max is as far away from the handling miracle as Kate Moss is from being overweight. She maneuvers herself like a prehistoric dugout canoe, forcing her thighs wide apart. During the journey, your knees hit the air filters on the Garret turbines, your upper body stands upright in the wind, and your arms stretch out towards the wide tubular handlebars. MAB’s footrests, which are a little higher up and set further back (MAB-Power offers plenty of Vmax accessories), allow you to brace yourself against the hurricane with your feet during acceleration orgies. This already indicates itself gently at 4000 revs, 500 revs later it clearly picks up speed to strike mercilessly and with destructive force from 6500 rpm. The rubber whimpers, the V4 roars heartbreakingly, while the Garret turbos provide a maximum of 0.75 bar boost pressure and gently whistle the song of high performance. The tachometer needle jumps towards the red area in a flash, the limiter catches the speeding up again before it can tear the connecting rod to shreds. If you switch through quickly, you can reach 270 km / h on the speedometer in no time at all. A short visit to this brand is enough; continuous operation at this rate must be avoided. Neither tires (they are only approved up to 240 km / h) nor neck muscles can withstand this ordeal for long.
Cracking the throttling of the Vmax is quite a complex affair. MAB installed a so-called Vmax eliminator, which bypasses the standard throttle to a maximum of 220 km / h. In addition, an extra control unit is required for the turbo kit, on which the new ignition map is stored and which controls the four additional injection nozzles and the fuel pump. The disposal of the exhaust gases was relatively unproblematic for MAB. The original catalytic converters are still active in the self-made exhaust, so that an approval with Euro 3 is no problem. The turbo driver has to swallow one downer, however. In the everyday relevant speed range between 120 and 140 km / h, i.e. between 4000 and 4500 / min and before the loader really pressurizes, the Max chokes quite often and lurches around. Unfortunately only one thing helps: open the tap and fire! Regardless of whether an enemy is in sight or not. The devil thanks you anyway.

Conclusion: A turbo-charged motorcycle is beyond common sense. A Yamaha Vmax with 1700 cc and double turbocharging is quite simply insanely unreasonable and insanely fast and insanely strong and insanely tire-killing and insanely thirsty and insanely frightening. And insanely cool!

PS data


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The reservoir of the standard shock absorber is easily accessible in a sandwich between the right passenger peg above it and the short stub end muffler.

Drive: Four-cylinder 65-degree V-engine, 4 valves / cylinder, 184 kW (250 PS) at 9000 / min, 210 Nm at 6800 / min, 1679 cm3, bore / stroke 90.0 / 60.0 mm, compression ratio xx, 2: 1, ignition / injection system, 48 mm throttle valves, hydraulically operated multi-plate oil bath clutch, five-speed gearbox, G-Kat

Landing gear: Light alloy bridge frame, steering head angle: 59.0 degrees,

Trailing: 148 mm, wheelbase: 1700 mm. Telescopic fork, Ø fork inner tube: 52 mm, adjustable in spring base, rebound and compression. Central spring strut with deflection, adjustable in spring base, rebound and compression.

Suspension travel front / rear: 120/110 mm

Wheels and brakes: Light alloy cast wheels, 3.50 x 18 "/6.00 x 18",

Front sweaters: 120/70 R 18, rear: 200/50 R 18. First tires: Bridgestone BT 028. 320 mm double disc brake with radially screwed six-piston fixed calipers at the front, 320 mm single disc with single-piston floating caliper at the rear

Measurements and weight: Length / width / height 2395/820/1190 mm, seat / handlebar height 775/1090 mm, handlebar width 740 mm, 334 kg with a full tank, front / rear 51.2% / 48.8 percent

Rear wheel power in last gear: 168.5 kW (229 hp) at 269 km / h   

Driving performance: Acceleration 0–100 / 150/200 km / h 3.2 s / 5.1 s / 7.7 s, pulling power 50–100 / 100–150 km / h 3.8 s / 2.9 s   

Top speed: 269 ​​km / h *   

Consumption: Fuel type: Super unleaded. Average test consumption: 14.7 liters / 100 km, tank capacity 15 liters, range: 102 km

Price conversion: 13,800 euros (with delivered motorcycle)

David against Goliath, unleashed tuning violence against regulated mass production technology. The 192 hp series Vmax looks like a shy first grader in high school compared to the MAB variant, which is pumped up by two turbochargers.
The MAB-Vmax really starts from 4500 rpm and reaches its maximum acceleration capacity at 6800 turns. Brutal, almost abnormal, how one’s arms are then stretched out.

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