Yamaha T-Max 530 ABS MY2015, road test

Yamaha T-Max 530 ABS MY2015: He's not the most powerful, others have surpassed him in his 15-year career, he's not the fastest, but it is undeniably the sportiest, perhaps the only true sports scooter. He rewards choices that satisfy the eye and soul of his admirers to the detriment of others that would make him better in everyday driving, but the sales figures prove him right. Even last year it remained the best-selling maxi scooter. The MY 2015 becomes more and more a flagship, thanks to goodies such as the Smartkey system, LED headlights or radial brake calipers coming from Yamaha sports bikes (they are those of the MT-09). No other modern two-wheeled vehicle is so iconic, it may be the fame, it may be the sound of the twin-cylinder, but you end up readjusting your riding style a bit when you are at the handlebars of the T-Max, you become bold because it is so, it is the Porsche Cayenne of two wheels. A purely Italian phenomenon, because in the previous 4 versions the T-Max was able to sell 220.000 units in Europe, of which 133.000 arrived in our country.

Aesthetics and finishes:

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Confirmed in its look, it gains some more modern details and more complete equipment

The MY 2015 does not change the aesthetics of the model it replaces, but the changes and refinements are not at all trivial. The main ones concern the front end, which is all new, in addition to the introduction of details with a premium car feel, we refer to the keyless system and to LEDs for the headlights. However, calling it the fifth generation seems almost a stretch, because the T-Max is very similar to the previous model on an aesthetic level. Very little changes behind, but maybe it's for the best, the look was certainly not outdated, on the contrary. Of the many attempts to imitate it, or in any case to create a scooter so sporty as to deserve the nickname "motorcycle" from most of its owners, it is undeniably the only successful one. A unique style, refined and improved from generation to generation up to the current model. Actually compared to MY 2012 the improvements are technical and under the skin, as we said. The fork is now upside down, with a diameter reduced from 43 to 41 mm to improve the driving qualities of the T-Max. Earn money radial calipers of the MT-09, a detail with a flavor that is perhaps too sporty for a scooter, but the braking power is never too much and also benefits from an aesthetic point of view. Other details that have undergone updates are the front fender and the headlight, with a new shape, cleaner and more modern, but above all which switches to LED technology, the first of all the scooters sold in our area. The mirrors also adapt to the look of the new T-Max, they are more squared, as well as being higher thanks to the longer rods, to ensure less space taken up in city traffic. The Smartkey system makes a lot of premium cars, it is not an absolute novelty in the world of two wheels, but in the case of the scooter from the Iwata company a solution was chosen which appears to be, at least initially, not very intuitive in its use. We found ourselves having to tinker quite a bit to get to the bottom of it on some occasions, sometimes even with a certain nervousness, which never helps us get out of difficulties. Once you understand how to use it, the system is a great convenience. You can simply keep the key in your pocket, or use the button on the remote control to disable and re-enable the system, to prevent someone from stealing your scooter when you are nearby with the key in your pocket. Normally you end up forgetting the key, except to get petrol. It's a shame that the classic cap with the lock remained, otherwise it would have been a complete keyless. However, the key is not at the level that one would expect. Made of plastic of questionable quality, the one on the test sample also had some problems with the opening and closing mechanism of the physical key. The instrumentation, which is aesthetically pleasing, has also been updated and now has a black background and red backlighting, very effective especially at night and in the absence of light. It has the usual decidedly very sporty cut and is easily readable, but the opportunity was not taken to make it even better and more modern. Given the price of the T-Max it would be reasonable to expect functions that are now widespread on high-end motorcycles and maxi scooters. Instead, in addition to the speedometer and rev counter, on the T-Max we find a central display with indication of the fuel level, the engine temperature and the total and various partial odometers, 2 plus that of the oil change and transmission belt, all with the classic two keys to scroll and to reset the partials, but nothing more. No consumption data and no handlebar controls to manage more advanced functions.

Engine and performance:

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All confirmed, fun and driving pleasure included

530 parallel twin engine confirmed with electronic injection and 4 valves per cylinder introduced in 2012. There always remains a particular characteristic of the T-Max engine, that third "dead" balancing cylinder, as opposed to the two "real" ones. A device that still appears singular today, but which represents one of the simplest solutions as an alternative to the countershaft. With the growth in displacement and the new transmission it had already gained a lot in terms of usability and driving pleasure, with MY2015 Yamaha therefore wanted to concentrate on the chassis, keeping the power unchanged, which is 46,5 horsepower at 6.750 rpm and torque, which stands at 52,3 Nm at 5.250. It reaches 160 km/h almost immediately indicated, then rises more slowly to a little more. However, what is striking is not the data on the maximum speed, so much so that in almost 15 years of career it is perhaps the only aspect in which the T-Max has not improved, but the speed in picking up and accelerating. Thanks to the automatic transmission, when you open the throttle the engine speed is always the best and the speed increases embarrassingly. Without a little attention in the city you are practically always at a standstill speed, and even in medium-distance journeys, as well as in city ones, to keep up with a T-Max while standing behind the handlebars of a motorbike you have to work hard and do double the effort. Not infrequently, even on the classic "geek" roads, one comes across the T-Max on duty which defeats quite a few more powerful bikes, to the amazement of "purist" motorcyclists. Many choose the Yamaha maxi scooter precisely because of its prerogative of being able to combine the convenience of a scooter in the city with the propensity for creases on mountain routes. The credit goes not only to the chassis but also to the engine-transmission platform, with the former positioned much more forward than a normal scooter and, a feature that still makes the T-Max practically unique in this choice, an element anchored to the frame and not floating as in a normal scooter, where the engine crankcase is part of the rear wheel suspension system. Another advantage is a prompt and reactive response to the throttle, but always soft and fluid. There are no jerks that you would have with a motorbike with gears, but the difference in terms of comfort is also evident in the comparison with the main competitor of the T-Max: Honda Integra with the dual-clutch DCT gearbox, which guarantees performance and better consumption, will never (at least under current conditions) be able to compare with the variator transmission in terms of comfort and fluidity. The sound of the Iwata twin-cylinder is also pleasant, always able to raise a smile even with the polite original exhaust. There external toothed belt for final drive, with a pleasantly sporty look that recalls that of some motorbikes, is a confirmation of MY2012, when it replaced the more complex and less efficient chain. Among its advantages it also has one particularly long life, 40 thousand kilometers except for problems found in inspections to be carried out every 10 thousand km. Traction control is missing, not even available for a fee and someone might complain about it. We honestly don't consider its presence essential, at least driving it in the dry. With damp asphalt and in non-optimal grip conditions it would have been useful, but we are still talking about not exaggerated power, combined with a transmission system that makes the T-Max always fluid and easy to manage, just a little attention is enough with the throttle and you can even have fun sliding it with the rear wheel out of corners if you're a bit crafty.

Ride and handling:

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Responsive and "moving" like no other scooter can do

The comparison in the automotive field with a Porsche Cayenne is anything but senseless and in driving it finds many points of contact. You may like them or you may hate them, many contest them due to the exaggerations in terms of costs and power, but when you are behind the wheel or at the handlebars of one or the other, it is undeniable that no other SUV or scooter is capable of guarantee these results, with a unique mix of sportiness and comfort. The T-Max MY 2015 benefits from a refined and improved chassis, which widens the gap in terms of handling and braking compared to the competition. Thanks to theall new front end, with an up-side-down fork with 41 mm stanchions, to which the brake calipers are fixed with radial attachments. The discs are confirmed, with the pair of 267 mm at the front and a single 282 at the rear on which two calipers work, the second specific for the parking brake, with a very convenient control on the left of the handlebar. At the front, however, the ones who bite the discs take care of it MT-4 09-pumping calipers, exaggerated stuff given the maximum speed of a scooter some might think, but with 222 kg in running order to manage (219 without ABS), braking power is never too much. The wheels are 15", with 120/70 tires at the front and 160/60 at the rear. No other scooter hides its weight so well, both when maneuvering from a standstill, where reduced ground clearance and excellent balance make it easy to handle and also suitable for a woman and the most slender, despite its imposing appearance, but above all when you mistreat it by slamming it from one bend to another. Arms pointing downwards like on a motorbike, but the comfort is decent, in this case the vibrations close to zero are appreciated, the aerodynamic protection is a little less, with the screen adjustable only with tools and which in any case does not offer optimal coverage at high speeds , nor from the air, much less from the water. If you choose a full-face or modular helmet to compensate, you should know that it will only fit in the under-seat compartment if you do a lot of geometry exercises and that perhaps it will be better to disfigure the image of the T-Max a little with a generous top case, if helmets you want to stow a couple and if you have anything else to take with you. The underseat compartment, with the now classic "reverse" opening with the rear zip, is well finished and illuminated, but the dimensions are certainly not its strong point when compared to the main competitors. Not even the electric opening with the control combined with the Smartkey drove us crazy, it often didn't open on the first try and put us in difficulty. On the other hand, Yamaha could have made it more comfortable, perhaps with heated grips and other comforts common on competing maxi scooters, but it wouldn't have been the same. At least for now the T-Max remains the only true sports scooter, tough and pure, without compromises.

Price and consumption:

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They are certainly not its forte, it starts from 10.790 euros and consumption goes up if you exploit it

During our test we didn't go easy on the throttle and we calculated an average consumption of around 16 km/l. More than one motorbike might shout at someone, but if it "opens up" so much the speeds are even higher than those that would be maintained with a motorbike, with which after a while it is difficult to always pull the gears, especially in the city. Taking into account that at speeds of this type the first T-Max, the one with carburettors, did not reach 10 on a liter of petrol, the improvements that have been achieved over the years are truly concrete and tangible. With less exasperated driving, 18 is a threshold that can be reached even by the most sporty, and 20 is within reach without much effort.. Three colors available, Competition White, Sonic Gray and the new Moon Silver. The price list is 10.790 euros, to which they must be added another 500 for ABS. Yamaha "justifies" the absence of the standard anti-lock brake due to the propensity of buyers for the version that does not have it (60-40 sales figures in 2014). The Limited Edition T-Max Iron is available for an additional 500 euros, which offers a dedicated color and many fine details, such as the saddle finishes or the anodized fork sliders, but if that's not enough you can also have the Akrapovich exhaust, to give a further racing touch to your T-Max. 45% of those who buy a T-Max have already had one, this is a figure that is useful to understand how much, despite a price that is not exactly popular, it is able to conquer and keep the satisfaction levels of its users high.

PROS AND CONS
We like it:
Look and quality, the sportiest of scooters, both in terms of power and chassis

We do not like it:
Always true to itself, if you are looking for top comfort it is not for you, always demanding price

Yamaha T-Max 530 ABS: the Motorionline Report Card

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Test clothing:
Jacket: Spidi Street Tex jacket
Gloves: Spidi Jab RR
Helmet: Airoh Phantom