One takes an afternoon to take a walk through the urbanization and suddenly, in the distance, a mount that a priori seems to be a Yamaha Sr250, but nothing is further from reality. As I approach the aforementioned and after a first ocular inspection, I realize that, those four “perolos” that sprout from the double tubular cradle of their chassis, have nothing to do with the well -known citizen custom that for 20 seasons we enjoy in our country.
After a tissue recognition return to read on one of its sides Maxim 650 And I tell myself to myself, What the pussy is this? The doubt is automatically cleared when I verified that a foreign registration carries, so it is most likely owned by one of the guiris that resides here, of the many who live in this hot area of the southeast peninsular.
My first reaction to such a monument is to take advantage of my ancient smartphone and get a couple of photos, despite the fact that it looks a thick layer of dirt fruit of being, a priori, quite a long time at the street. Subsequently, and almost automatically, they are passed to the first one that always comes to mind every time I give with such a find, my boss. And this, who knows me perfectly, tells me “We could get something about the model, right?” Said or fact.
So here is a server by typing these lines on the unknown Yamaha Maxim 650 (XJ650 Maxim in some markets), at least in our country. A motorcycle that also had two subsequent versions in the form of Maxim 700 and 750. The latter with liquid cooling, unlike the first two that use air system. Similarly, the two generations after Maxim 650 had a more “male-bike” design, so fashionable in the mid-80s.
Recall that at that time models such as the Honda Magna 700 and 750, they triumphed among the passionate of the Custom. Somehow, the philosophy that initially offered Maxim 650 was diluted a bit with the two variants following it. In any case, focusing on the original model, according to the chronicles of the time “The Maxim 650 was shocking, controversial, sensational and a resounding success in the concessionaires.”
Yamaha Maxim 650 in detail
Direct successor of the XS Special of 1978, the new Maxim 650 was presented in society in the 1980 season. The idea of the Japanese firm was to offer a custom without losing that classic halo of the segment. To do this, he installed in this a tetracylindrical mechanic of 653 cc Air refrigerated, with 8 valves in butt and fed by a 32 mm Hitachi battery. This, in turn, was synchronized with a gearbox with 5 relationships.
Other significant data in this technical section were, for example, having a cardan transmission, or carrying the alternator behind the cylinders and above the gearbox itself. Likewise, its fuel tank could house up to 13 liters of gasoline with which it was possible to travel some 260 kilometers between reposses.
Yamaha declared by then a final power of 71 hp at 9,400 rpm and 57 nm of maximum torque at 7,500 turns. With this available cavalry, Maxim 650 managed to flirt with the 200 km/h of tip speed, traveling the first 400 meters from standing in 12.6 seconds. Undoubtedly, a statement of intentions, making it clear that, regardless of his image, he was able to get the colors more than one of the contemporary models considered sports.
In addition, the cycle part managed to live up to the circumstances thanks to having a double crib tubular tubular chassis, front disc brake or a front telescopic fork of 26 mm. Behind we found a pair of kayaba side shock absorbers up to 5 positions, and a drum in charge of braking of the posterior axis.
Finally, 19 19th alloy wheels and 16 inches behind, with a striking turbine design, completed the deployment used by the Japanese firm in its cycle part. At the level of levels, the XJ650 Maxim stopped the scale in Little more than 200 kiloswith a pilot seat placed only 744 mm, which made it a reasonably manageable mount for diverse carving pilots.
That, together with an achieved ergonomics and the good touch offered by their controls, made it a very versatile model for paths of all kinds, both with one and with two passengers. Cycle World said of her:
“Other companies have produced spectacular imitations of the Maxim 650, imitations that suffer from excess. It is a pity that Maxim will be forgotten when manufacturers flooded the market with Cruisers. A decade later, Maxim could well be an authentic classic of the 80s: a brilliant idea that resisted the passage of time.”
Maxim 650 was present in different markets for four seasons, later giving way to the aforementioned 700 cc version. By 1982 he introduced some significant improvements such as front forks with pneumatic assistance, and as they detail from the specialized forum XJ Bikes:
“The Maxim models from 1982 onwards use YICS engines (Yamaha INTAKE CONTROL SYSTEM), which means that the appearance and text of the side covers (and the valve cover) differ. The side covers are interchangeable (despite the differences in text and appearance); the valve tapas, no.”
Said all this, there is no doubt that the XJ650 Maxim marked an era for lovers of Japanese customs with their own character and personality. At present, finding a maxim “six and a half” in our country (or any of the other two versions) is practically impossible, since the model was not marketed within our borders.
In neighboring nations, as is the case in France or Germany, we can find some specimen, mainly of the two generations after this initial model. The same this afternoon, when I go out to take my routine walk of each day, and go back to the area where this beautiful Maxim 650 has been parked too long, I leave the owner a note taken to the handlebar with the following text:
“Here is an oil in love with everything that has wheels, smells old and enjoys your own personality. I was thinking that you could give me in adoption to this beauty with a little love …” To prove that it is not, right?
