Mod Max
MOD MAX
Building a mail-order drag-Max
STEVE ANDERSON
A MASTER CRAFTSMAN LIKE Paul Civitello can make an exhaust system or convert his V-Max to chain drive; but what's a mere mortal to do if he wants to increase the performance of his Max?
Some answers to that question can be found in the personal motorcycle of Gordon Wilkinson, founder of the V-Max Association. Unlike Civitello, Wilkinson is not much of a fabricator; he was most recently the vicepresident of a shipping company. As such, he's more inclined to purchase performance rather than make it.
“I'm trying to break the 9.77-second record for the AA/Experimental stock class,” explains Wilkinson, “and the modifications are what’s allowed for that class.” Basically, the engine has to remain stock internally, with tweaking restricted to intake, exhaust and chassis modifications.
The most vital of the allowed changes is also the most expensive: the 5.75-inch-wide, 18-inch Kosman rear wheel with Goodyear drag slick. That’s a $750 hit, and requires sacrificing a stock Yamaha wheel to be used as a core. But without it, a VMax will never begin to put its power to the ground. Assisting it are some more Kosman chassis magic: a shortened front fork, rear struts replacing the shocks, and a wheelie bar.
Ensuring a power increase are a Kerker pipe (a replica of the one developed for the 9-second V-Max seen in the March, 1987 Cycle World), and Dynojet’s rejetting and airbox-replacement kit. In our testing, that combination boosted output from 117 horsepower at the rear wheel to 125. Dale Walker’s electric powershifter is used for quick, power-on shifts.
Havingjust been finished, Wilkinson's V-Max has its drag-strip history, and any record-setting, ahead of it. Even so, Wilkinson is already anticipating a future in the modified class. “Beyond what I’ve already done, there’s not a lot of parts available for the V-Max,” he says, which explains one of the reasons he started the VMax Association. “I want to develop a buying group that can get some attention from the aftermarket.” He envisions the Association being able to commission parts such as camshafts and pistons for owners seeking more performance, and spread VMax performance tips in its newsletter. (The V-Max Association can be reached at P.O. Box 2116, Danbury, CT 06813.)
So, while Gordon Wilkinson may not be sculpting his own personal machine art, his checkbook approach to building a fast Max may be providing his fellow V-Max owners a real service.
