Not only is it quick, it's also efficient. Riding aggressively, with heavy throttle use and 80-90mph cruising speeds on the freeway (don't tell the CHP!), I saw mileage in the 40-45mpg range. Riders with a less aggressive throttle wrist could most likely get into the 50s, especially if they're doing a lot of freeway cruising.
The motor may not break any records, but it's in the handling department where the T-Max really shines. The combination of light weight (for its class) and a ridiculously low center of gravity make it easy to toss around in even the tightest corners. The T-Max somehow manages to offer the elusive combination of stability and responsiveness; I personally believe that the stability comes from the long wheelbase and the large, 15" wheels, while the geometry of the die-cast aluminum frame provides the responsiveness. Front-end feel and mid-corner grip is aided by the large 43mm front forks, which are several millimeters bigger in diameter than those most competitors.
Braking is the T-Max's real strong suit, however. The twin 267mm discs up front are gripped by a beautiful pair of four-piston monoblock calipers that look to be straight out of Yamaha's sportbike parts bin - a few years old, to be sure, but still far more powerful than anything you'd expect to see on a humble scooter.
The powerful brakes are assisted by the aforementioned low CoG - even under extremely hard braking, the T-Max stays incredibly level, with the front end diving barely at all. This means that you can steer even while braking hard without the twitchiness that comes from severe front-end dive - a very useful safety feature, and a fun one to use in the canyons (hey, I just passed that 600 on the brakes!).
For a real-world example of the T-Max's handling prowess, consider this - I spent a day chasing MD contributor Barry Winfield through the tight, twisty canyons of Malibu, California, and the T-Max held its own quite admirably. Barry was mounted on an Aprilia Mana, and while he wasn't pushing the limits, he's an extremely experienced rider, and his 'moderate' pace would leave many riders in the dust. While the T-Max's 499cc twin couldn't match the Mana's larger powerplant for corner-exit acceleration, I was able to maintain comparable corner speeds, and if anything, the T-Max could brake later and harder. My only complaint was that the T-Max seemed to have a slight difficulty finishing corners - the front end wants to 'push' a bit on corner exit, likely a consequence of the extremely long wheelbase. Not a huge issue, but it does delay how early you can get on the power coming out of a tight turn.
The stability of the T-Max was beneficial at other times, as well. We've had some unusually cold nights here in SoCal lately, and every rider knows how slippery paint strips can be on a cold, misty night. Several times, turning out from a side road near my home onto a busy thoroughfare that required hard acceleration to merge safely, I slid both the front and rear wheels of the T-Max on a pesky paint stripe that was put in just the wrong place for motorcyclists. Leaned over and on the gas, the T-Max recovered from these slides with beautiful composure, not even causing an increase in rider heart rate. This is not to say that I recommend drifting your T-Max like Casey Stoner at a tire test, but its a testament to the bike's composure even at the very limit of its handling capabilities.
Unfortunately, there are a few problems with the T-Max design that hold it back from real greatness. The first, and most annoying, is the design of the windscreen. As I said earlier, I'm 5'8", and when I sat up straight on the T-Max, the wind buffeting thrown off the top edge of the T-Max's screen was at just the right height to cause a severely annoying level of buffeting and noise around my helmet. This tended to encourage me to slouch, which exacerbated another noteable problem - the non-adjustable backrest isn't all that useful. For my size (and the length of my legs), it's too far back to offer any support when sitting in what I found to be the natural position on the seat, and it can't be adjusted forward like the backrests of some other scooters I've tested. And while I'm discussing the backrest, I'd like to suggest that Yamaha's engineers make the next generation not only adjustable, but somewhat taller - I'd like it to support my low back, not just my butt. Both these changes would contribute greatly to the T-Max's already impressive long-distance comfort.
The trunk, unfortunately, is not quite as spacious as those of some competitors. It will take a full-face helmet, but that's about it. While transporting photography equipment on my way to shoot photos for some other MD articles, I often wished for more space. However, this is most likely a consequence of the frame and engine design that allows the T-Max to have such a low center of gravity, so I won't complain too much.
Despite these flaws, I thoroughly enjoyed the approximately 1200 miles I spent aboard the new T-Max. With a reasonably powerful motor, sharp handling, and the utility of a step-through, automatic-transmission scooter, the T-Max could be the ideal machine for someone who needs an efficient commuter but wants to have some fun in the twisties on the weekends. After a few rides, you'll understand exactly why this bike is so popular in Europe.
