2002Stock.jpg (43026 bytes)



Site Links:
Site News
Guru's Prior Blog's
VMax Files
Submitted Bikes

Gen 1 120(+) RWHP Club

Gen 2 200(+) RWHP Club

Jay Gleason




Roy Tanck's Flickr Widget requires Flash Player 9 or better.

Get this and other widgets at roytanck.com


Site Hits

Hit Counter

This site was created and maintained by:
Tim Nash


Copyright 2010
All rights reserved.


Site News

12/5/10 Several Neat Videos:

At 3:33, you can see Jay Gleason's burnout for CW!



8/21/10 New Horsepower Leader -

Click to enlarge

Tim Broughton has taken the lead in the 200 RWHP Club.

6/21/10 BLING!

Click to Enlarge

Click to Enlarge

The bike belongs to Brian Keller of Oregon, Wisconsin



6/20/10 Hokee Dokee! Bill and his brother Marcus are off on the Hoka Hey Run. He started this morning at the monument in Key West. He needed a few items that shipped in late, so we met him in Tavares, Fl to hand him his protective riding pants.

Click to Enlarge

Click to Enlarge Here is a picture of the map they gave them this morning. As you can see, not the most straight route one could take to get out of Florida! Click to Enlarge
Click to Enlarge And they are off. Only 6,200 more miles to go! Click to Enlarge

Click to Enlarge


6/17/10 Finally!!! HeliBars has manufactured an adjustable set of handle bars for the Gen II V-Max:

Prototype Pics:



6/16/10 Could you make it? Today I assisted Billy the Kid in tuning his bike. Bill is the owner of Ironhorse of Lecanto. He entered into this:

Click to Visit the Hoka Hey Challenge site

Good Luck!!


5/2/10 Another 200 RWHP member! I posted a dyno sheet submitted by Jonas Henriksson of Sweden that indicates his bike made 200.7 rwhp. He claims to be the first to break the 200rwhp barrier on 95 octane pump gas. I also added more pics of his bike on the dyno on my Submitted Bikes page.

5/1/10 Nifty! I have been designing a final version of the jumper harness. I just finished this print that will accompany it. It is hot off the press, so the print needs to be double checked for accuracy. I will go ahead and post it for now. I will alert you if there are any revisions or corrections to be made after I spend a little more time at the bike or someone finds something incorrect.

Click to follow link


4/22/10 Rebuilt! Remember the V-Max in the wreck and I reserved a spot for the re-build photos?

I had this e-mail come in last week:

Hello Tim,
Now, 5 months later, my V-Max is back again. Completely new back and a new main frame (but with the former frame number). A lot of work for the mechanics but they did a very good job!
Click to visit the page
  Click Here to see the results.


4/21/10 250k hits!

3/29/10 A Peek Inside and a little history on hacking the ECU. (This link was erased for some reason. I fixed it.)

3/27/10 The Gen II Yamaha V-Max ECU has been HACKED! After months of conversing with the right person, I adjusted some maps and re-flash the memory of the stock ECU today. This was EPIC! More testing tomorrow and more details to follow.


3/24/10 Click to get a peek inside how the ECU works.


2/24/10 An Answer. I didn't want to wait too long on looking at this one, so I worked a little late in my shop tonight. After completely re-installing my PCV and some testing, in my case I found the use of the PCV and the piggy-back UNI-Chip Q on the TPS signal at the same time was the culprit. So no resistor is needed on the TPS for a normal installation. I have ask the person with the second known "PCV that kills the TPS signal" to send it to me. These may just be two identical defects in either the PCV's or the ECU's of these two bikes. Long story short, I did figure out a simple way to get rid of the "diagnostic speed signal death" if you are not comfortable with cutting into the PCV wire harness, but you pretty much need to. The better thing to do would be to get switched power to the red wire of the triangle shaped connector of the PCV harness by cutting it and hook it to a switched supply like the one I demonstrate in this video.  This would give you the best results for TPS calibration, keep the speed signal alive in diagnostics and eliminate the need for any resistors all together. One last note is the importance of the TPS calibration. I DO NOT recommend entering generic numbers. Make sure yours is properly calibrated to your bike. Hopefully I will get the PCV known to cause a problem in my hands to see if it does the same thing on my bike. I have a few V-Max's with PCV's lined up to dyno, so I will keep an eye on this one.

2/23/10 New 200 rwhp club Member! Gary Glisson of Tennessee has joined the 200 rwhp club! Here is his E-Mail:

Hi Tim,

What a day! I was really bummed out when the bike made 160hp but I did see allot of blue smoke and smelled burning rubber. I found a old Dunlop tire in parts room and put it on the bike and wham!! Next run 175.9hp. Did a little tuning and ran 178.9 at 125 ft lbs torque and spun the tire on the drum and chunked the tire a little. I put a couple more straps on the bike, we had 4 on each side and I decided to go with the 40 shot next run. Bike made 206.32hp and 172.02 ft lbs
torque and the bike literally broke the tire loose and smoked the tire on the drum.
I was real excited and I am ready to hit the track. thanks for all your help Tim and I want to thank David and Nina Lewis owners of Yamaha of Millington for their sponsorship and allowing me and Tim (my technician) to spend two days tuning and running the bike on the dyno.
Dyno sheets on the way.
Thanks Tim for all you do for the V-Max,
Gary Glisson
Munford TN 
click to enlarge
click to enlarge

The smoke he is talking about in the beginning was from a slick he had on the bike. He found out the same way I did, a slick should not be dyno'ed. From looking at the dyno sheets, it will not be long before he is #1 on the 200rwhp chart. He has some more tuning to do but making 172 ft lbs where he did is just ridiculous! I can't wait to see what these numbers look like when he is done. I bet they will be even more insane.

2/21/10 Fix Confirmed. Today I took some time to look at the Power Commander V's speed signal. As mentioned yesterday, the PCV goes dead in Diagnostics and causes the speed signal to not read at all. Building on what I posted yesterday, I installed several different values of resistors to see if I could get the speed signal to work in Diagnostics. I found a 4.7k ohm resistor does the trick. The speed signal will register and the PCV software will indicate the speed correctly with the bike on the dyno and the Diagnostic screen will up-tick as it should. I went ahead and left the 4.7k ohm resistor in line. I just think it should work correctly. Atop this, I also found the TPS will register a greater value in Diagnostics with the same 4.7k ohm resistor in line. Note: I have never had a problem with any PCV affecting the TPS signal prior to this install. Mine even indicated a semi steady TPS during calibration without the digital ground fix. I checked my TPS in Diagnostics and found it would go to 95 at WFO. I installed the resistor and it goes to 99 now. I left this second 4.7k ohm resistor in line too as it seems to be reducing the PCV's load on the TPS circuit. Since this additional load on the TPS signal would have altered the TPS's feed back signal, it would thereby affect the actual Throttle Position. This is not the end of me looking at this one. I will put the bike back on the dyno and look at the fuel map. If the input impedance of these units vary too much, swapping maps with others may be a questionable practice. I am not sounding any alarm yet. At this point it is conjecture and not worthy of starting a riot, but it is worthy of studying it more to form a solid opinion. NOTE: Raising the circuit resistance may allow more noise on the circuit and cause a more jittery TPS. Lots to look at and more to follow.    

Things may change and be fine when the unit is powered up under normal operating voltage. I will have to fully re-install my PCV and look at all of this.

 2/20/10 Problem Solution. I recently installed a DynoJet Power Commander V on a Gen II V-Max. I followed the usual steps to install the unit. It is well known the directions are not specific on which White wire to install the unit on as there are two White wires that go to two different position sensors on the V-Max. One White wire is from the APS and will swing to a little more than 4 volts with the key on and bike off. The TPS wire is the correct one. It only swings above 1 volt with the key on and bike off. Also, they do not include a method for cutting the PCV Black with White stripe wire and connecting it to the bikes Black with Brown stripe digital ground of the TPS sensor to remove some jitter of the TPS opening percentage reading a few bikes suffer from. There are also issues with reading the speed sensors in diagnostics. When the power is cut to the PCV via the fuel pump shutting off, the PCV loads the speed signal down and the ECU can not read the speed signal. Therein are three problems I am aware of concerning this unit. I have not kept up with the hub bub the past few weeks about the V-Max, so someone may have figured this out before me. If not, if you are considering purchasing a PCV for the V-Max, you may need to know this.

I installed a new PCV this week and followed all of the parameters outlined above. After soldering and heat shrinking all of my connections, I found the software would not indicate the proper TPS position. I also found the diagnostics of the TPS sensor (screen D:01) would only indicate about 59 when it should show the same as the APS on screen D:14 and 15 (around 100). After moving the throttle fully open, the ECU would slowly close the TPS, quit responding to throttle input and would not indicate any error. After removing all of my heat shrink to double check everything, I narrowed it down to the PCV's input impedance was too low and it was dragging down the TPS signal. This was quickly fixed by placing a 10k ohm resistor in a series circuit to the PCV on the grey wire. In other words, I soldered a small jumper to the TPS white wire, then soldered a 10k resistor to the jumper and then soldered the grey PCV wire to the other side of the 10k resistor. The additional resistance allowed the ECU and the PCV to read the TPS signal correctly. This fix may also work for the speed signal problem.

1/30/10 Polyanna has moved! She was sold to Yamaha of Millington this past December.

click to enlarge

So if you are out and about in Millington Tennessee and would like to spin your bike up on my old dyno, stop in and see the owner David or Gary for service.

1/15/10 New frame badges available! For those who ordered the 2009 V-Max and would prefer to leave the nice little desk display set together, Yamaha of Millington has a solution. They are offering this Laser cut frame badge to display what order number your bike was:

 click to enlarge

The perfectly fitting badges are constructed of brushed stainless steel. If you are interested, contact Yamaha of Millington to place your order. Since each one is made to order, allow a little time for your number to be cut into the badges.


1/14/10 Reproduction posters are still available! Wendy Wiencek has e-mailed to tell me she has three reproductions of the large size 1985 Jay Gleason V-Max burnout posters left.

click to enlarge

They are autographed by Jay himself.  She is also considering producing a smaller sized one in the future.  For more information, please contact Wendy Wiencek. Note: I had mine applied to poster board and a protective UV coating applied.