1982 YAMAHA Maxim 400, 550, 650, 750 & 1100cc original vintage advertisement.
DESCRIPTION:
Introducing the Yamaha Maxims.
If you think it looks good at a red light, wait’ll the light turns green.
Funny thing. But the part of our new Maxim750 people will remember most may not be the sleek teardrop gas tank or the cast alloy, 6-way adjustable handle-bars. The Computer Monitor System or the chrome megaphone pipes. Not even those racy spiral wheels.
The part they’ll remember most is the part they’ll see the most. The taillight.
Because while the Maxim750—like all our Maxims—is incredibly good-looking, it’s also incredibly fast.
Resting in that double-cradle frame is a 4-cylinder DOHC powerplant with YICS and shaft-drive. A powerplant so narrow it could easily be mistaken for a twin. A powerplant so fast that last year it set a new 750cc quarter-mile record.
Of course, the only thing that kind of performance will mean to you is a fleeting glimpse of a Maxim and the faint hope that the next red light will be longer.
Unless you do one of two things. Tape this picture to your windshield.
Or buy a Maxim of your very own.
The Maxim Series
Introducing the maximum Maxim. And the minimum Maxim.
With the addition of the new 1100 and 400 models you see here, the Maxims now come in a bigger choice of sizes.
Small. Medium. Large. And huge.
The Eleven is our most powerful proof that a Maxim, even at its biggest, is still remarkably lean, low and lightweight.
Its awesome 1101cc engine not only looks lean and measures lean. It even runs lean. Our patented Yamaha Induction Control System (YICS) makes for more complete burning, more power per stroke and more miles per gallon. All without adding a single moving part.
The frame configuration is specially designed to give the Eleven all the support it needs, without all the bulk it doesn’t need. So you get both a comfortably low seat height and low center of gravity without sacrificing ground clearance. Not to mention hairpin-hugging banking angles some smaller cc bikes can’t match.
To transfer all that brute horsepower to the pavement most efficiently, there’s a fully enclosed, direct-coupling shaft drive. And to bring it all to a smooth, steady halt, our innovative unified braking system automatically activates both the front and rear brake at the touch of the foot pedal.
Add to that a Computer Monitor System with an LCD readout that reports vital engine functions and fluid levels; 6-way adjustable, cast alloy handlebars; air-adjustable front forks and rear shocks; and a big, sleek tank, and you’ve got yourself the biggest Maxim money can buy.
Which brings us to the smallest Maxim money can buy.
The 400. Proof that size has nothing to do with how much of a Maxim you get. It’s perfectly proportioned so it looks for all the world like the other mid-size Maxims: classic, aggressive, distinctive. And it’s been carefully engineered to weigh less, cost less and consume less, all without being any less of a Maxim.
Measuring mere millimeters wider than a single, its brand new DOHC, twin cylinder engine delivers the highest horsepower output of any twin in its class.
A counter-rotating balancer makes it almost as smooth as a four.
And while YICS evens out irregularities in the air/fuel mixture, our Monoshock suspension system evens out irregularities in the road.
All of which gives the new 400 all the speed, handling, and good looks that make a Maxim a Maxim.
And along with our 550, 650, 750 and 1100 models, it makes choosing a Maxim five times easier.
Or five times harder.
Two ways to shorten a city block.
The first time you take your Maxim 550 or 650 for a spin around the block, you may get the feeling the traffic lights have been moved a little closer together.
But then, you are riding one of the fastest production motorcycles ever to chase a white line down the street. Both our chain-driven 550 and shaft-driven 650 have made such short work of the quarter-mile, race officials still suspect there’s an extra hundred cc's stashed somewhere between the tank and tailpipes.
And they’re not far from wrong.
Because on the other side of that crankcase cover you’ll find little extras that make a huge difference in overall performance. Like Transistor Controlled Ignition (TCI, for short). Instead of using mechanical breaker points, it produces a hotter, more consistent spark electronically.
Then there’s our exclusive Yamaha Induction Control System (YICS). Using a series of sub-intake ports, YICS literally blasts the air/ fuel mixture around the combustion chamber. So you get more complete burning, and enough added horsepower per stroke to account for a 650 that can turn a 12.6 second quarter-mile. Not to mention a 550 that goes like most 650’s. Or 750’s, for that matter.
Of course, a twist of the throttle isn’t all these Maxims respond to. Take either of them into a turn, and you’ll begin to appreciate another aspect of their extraordinary performance: the kind of handling that makes straightening a curve in the road as effortless as shortening it. Handling that results from the lowest possible center of gravity. And narrowness that results from our anything-but-narrow-minded approach to engine design.
On the 650, for example, we broke tradition by mounting the AC generator on the crankcase behind the cylinders. And incorporating the middle gear case into the transmission housing. So all that stands between you and a 47 degree banking angle, is nerve. And as if that weren’t enough to improve your circulation, there’s that sleek, integrated styling. And all the long, envious looks that go with it. Because on a Maxim, one of the first things youll notice is that you get noticed like you’ve never been noticed before.
The 1982 Maxim 550 and Maxim 650.
Be the first on your block to own one.
Maxim 1100
ENGINE
Type: 4-Stroke, DOHC, Four
Displacement: 1,101cc
Bore and Stroke: 71.5x68.6mm
Compression Ratio: 9.0:1
Maximum Torque: 65.1ft-lbs (9.0kg-m) at 6,500rpm
Carburetion: Four Mikuni BS34
Ignition: Transistor Controlled
Starting: Electric
Lubrication: Wet Sump
Oil Capacity: 4.2qts (4.0/)
Transmission: 5-Speed
CHASSIS
Overall Length: 88.6” (2,250mm)
Overall Width: 34.3” (870mm)
Overall Height: 47.0” (1,195mm)
Wheelbase: 60.8” (1,545mm)
Ground Clearance: 6.1” (155mm)
Seat Height: 30.1” (765mm)
Dry Weight: 566 lbs (257kg)
Fuel Tank Capacity: 5.0 gals (19/)
Suspension
Front: Telescopic Fork with Equalized Air and Adjustable Damping
Rear: Equalized Air with Adjustable Damping
Brakes
Front: Dual Slotted Discs
Rear: Single Slotted Disc
Tires
Front: 3.50H-19
Rear: 130/90-16 67H
Coloring: New Yamaha Black
New Ruby Red
Maxim 750
ENGINE
Type: 4-Stroke, DOHC, Four
Displacement: 748cc
Bore and Stroke: 65x56.4mm
Compression Ratio: 9.2:1
Maximum Torque: 45.6ft-lbs (6.3kg-m) at 7,500rpm
Carburetion: Four Hitachi HSC32
Ignition: Transistor Controlled
Starting: Electric
Lubrication: Wet Sump
Oil Capacity: 3.7qts (3.5/)
Transmission: 5-Speed
CHASSIS
Overall Length: 84.4” (2,145mm)
Overall Width: 32.7” (830mm)
Overall Height: 46.3” (1,175mm)
Wheelbase: 56.9” (1,445mm)
Ground Clearance: 5.3” (135mm)
Seat Height: 30.7” (780mm)
Dry Weight: 4851bs (220kg)
Fuel Tank Capacity: 4.5 gals (17/)
Suspension
Front: Telescopic Fork with Equalized Air
Rear: Adjustable Damping
Brakes
Front: Dual Slotted Discs
Rear: Drum
Tires
Front: 3.25H-19
Rear: 130/90-16 67H
Coloring: Super Red
New Yamaha Black
Maxim 650
ENGINE
Type: 4-Stroke, DOHC, Four
Displacement: 653cc
Bore and Stroke: 63.0x52.4mm
Compression Ratio: 9.2:1
Maximum Torque: 38.3ft-lbs (5.3kg-m) at 7,500rpm
Carburetion: Four Hitachi HSC32
Ignition: Transistor Controlled
Starting: Electric
Lubrication: Wet Sump
Oil Capacity: 3.7qts (3.5/)
Transmission: 5-Speed
CHASSIS
Overall Length: 85.2” (2,165mm)
Overall Width: 33.7” (855mm)
Overall Height: 46.1” (1,170mm)
Wheelbase: 56.9” (1,445mm)
Ground Clearance: 5.7” (145mm)
Seat Height: 30.3” (770mm)
Dry Weight: 4471bs (203kg)
Fuel Tank: Capacity 3.4 gals (13.0/)
Suspension
Front: Air-Adjustable Telescopic Fork
Rear: Swingarm
Brakes
Front: Single Disc
Rear: Drum
Tires
Front: 3.25H-19
Rear: 130/90-16 67H
Coloring: Black Blue
Star Red
Maxim 550
ENGINE
Type: 4-Stroke, DOHC, Four
Displacement: 528cc
Bore and Stroke: 57.0 x 51.8mm
Compression Ratio: 9.5:1
Maximum Torque: 31.8ft-lbs (4.4kg-m) at 7,500rpm
Carburetion: Four Mikuni BS28
Ignition: Transistor Controlled
Starting: Electric
Lubrication: Wet Sump
Oil Capacity: 3.1qts (2.9/)
Transmission: 6-Speed
CHASSIS
Overall Length: 84.4” (2,145mm)
Overall Width: 34.1” (865mm)
Overall Height: 45.9” (1,165mm)
Wheelbase: 55.9” (1,420mm)
Ground Clearance: 6.3” (160mm)
Seat Height: 29.9” (760mm)
Dry Weight: 4071bs (185kg)
Fuel Tank Capacity: 3.4 gals (13.0/)
Suspension
Front: Telescopic Fork
Rear: Swingarm
Brakes
Front: Single Disc
Rear: Drum
Tires
Front: 3.25H-19
Rear: 130/90-16 67H
Coloring: Star Silver
Black Blue
Maxim 400
ENGINE
Type: 4-Stroke, DOHC, Twin
Displacement: 399cc
Bore and Stroke: 69.0 x 53.4mm
Compression Ratio: 9.5:1
Maximum Torque: 23.1ft-lb (3.19kg-m) at 8,000rpm
Carburetion: Mikuni BS34
Ignition: Transistor Controlled
Starting: Electric
Lubrication: Wet Sump
Oil Capacity: 3.0qt (2.8/)
Transmission: 5-Speed
CHASSIS
Overall Length: 82.7” (2,100mm)
Overall Width: 34.1” (865mm)
Overall Height: 45.7” (1,160mm)
Seat Height: 30.3” (770mm)
Wheelbase: 53.9” (1,370mm)
Dry Weight: 372 lb (169kg)
Fuel Tank Capacity: 3.96 gals (15/)
Suspension
Front: Telescopic Fork
Rear: Monoshock
Brakes
Front: Single Disc
Rear: Drum
Tires
Front: 3.00-19
Rear: 130/90-16
Coloring: New Yamaha Black
Burgundy Red
YAMAHA
THE WAY IT SHOULD BE™
Specifications are subject to change without notice. Always wear a helmet and eye protection. Rear view mirrors standard equipment.
SPECIFICATIONS:
Color
Photo
Size -
Size -
Full (8) Separate Pages - Reverse Printed - 8
inches x 11 inches - 20
cm x 28 cmALL SIZES ARE APPROXIMATE DUE TO CROPPING
Country - USA
Grading - Excellent, (3) staple holes due to removal from binding; normal toning (yellow-copper tint due to age.)
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