UNLIKE many of Yamaha’s iconic motorcycles, this particular one is largely overlooked and unknown.
The other icons need little introduction, such as the RD250LC or the V-Max but the “tandem cruiser” Maxam needs more than just a picture and a few scribbles.
First shown as a prototype at the Tokyo Motor Show in 2005, it was named the Maxam 3000. The overwhelming response to the prototype saw Yamaha commit to production the very next year and luckily, not exactly as the prototype.
The Maxam 3000 had big chrome bumpers and a wooden pickup bed in the rear. By the way, the 3000 was in reference to the length of the Maxam in centimetres and translates to almost 10 feet!
Mechanically, the Maxam CP250 is very simple. Powered by a fuel-injected 248cc DOHC four-stroke single producing 20hp, the Maxam is also not particularly powerful. But the powerplant is well proven in the Majesty models and rugged to the extreme.
Conventional forks lead up front and twin shocks prop up the rear. Suspension is predictably soft and comfortable but short in stroke, in line with the lowrider stance. Also much in line, the 655mm seat height is really low, so much so that most girls can get their feet down comfortably.
Due to the extreme length of its 1615mm wheelbase, riding the Maxam can be challenging. In a straight line or in corners, it handles pretty much normally but in city traffic the Maxam’s side mirrors are about the same height as a car’s mirrors and lorry tyres are also exaggerated greatly.
But a few kilometres of acclimatisation soon see the initial worries only limited to its limited ground clearance over speed bumps and at moderate lean angles. Top speed is fairly good at around 135kph and despite the Maxam’s 201kg heft, it returns excellent fuel consumption — around 36km/l, which means the 14-litre tank will get you far.
Twin-stacked headlamps are halogen and the side lights, signal lights front and rear are conventional bulbs. The rear light and brake lights are LED and a distinguishing feature of the Maxam. Instrumentation is digital and basic with a clock and reserve countdown the only additions to the regular odometers and tripmetres.
Brakes are discs on the front and rear — conventional, without any anti-lock braking system assistance. Wheels are 13-inch alloy front and rear. Storage is curiously small for such a large scooter, with a small glovebox in the front panel (no USB ports, a weird omission), 2kg capacity rear boot, and two small compartments under the sumptuous seat.
Since the bigger of the two underseat compartments can only fit an open face helmet, the Maxam comes with a helmet cable instead.
Where the Maxam stands out is in the styling department. Yamaha hit the nail on the head with the long and low stance, quickly cementing the Maxam as cult classic status.
Initially, Honda started the lowrider ball rolling with the Honda Helix but dropped the ball with the introduction of the Reflex, a more conventional looking scooter.
Yamaha saw the opening and brought the long and low to its extreme. The scene in Japan is astounding, with the Maxam being stretched even longer and dropped ever lower.
Air-ride suspension is common and sound systems are two-a-penny. The trend has not caught on in Western countries as of yet, but in many Asian countries it has begun to grow.
Part of the bodywork is the small windshield. Most of the cultists remove this item (and other things) to make the Maxam look sleeker. For practical usage, however, the windshield is too low.
Windblast is not too bad below 100kph but given the Maxam’s top speed, the windshield actually needs to be higher. With the Maxam’s large fuel tank, low fuel consumption and superb comfort, it’s a shame that the windshield dents its touring capabilities.
Still, you could keep to the speed limit and save your licence at the same time.
The unit we tested is the 10th anniversary version in special colours and part of Hong Leong Yamaha’s (HLYM) personal collection.
HLYM has no intention of selling the Maxam in the Malaysian market since the price might be a little too steep compared to other 250cc scooter offerings. If you must have one, your only option is the many parallel or recon bike importers.
Personally, the Maxam is a great scooter with just enough oomph for highway cruising and touring and acceptably usable in town.
If you can stand the attention it gets at traffic lights and in public, the Maxam is a keeper.