I thumbed the starter and waited as my wife Mary settled in behind me.
A last check of the mirrors, a twist of the throttle, and we squirted out of the driveway, motoring away with that classic scooter drone.
And, for just a second, I felt like Larry Crowne.
Granted, you’d have to squint pretty hard to mistake the two of us for Tom Hanks and Julia Roberts.
And you’d have to be even more nearsighted to confuse this very modern scooter with the 80s-era Riva that Hanks rode in the movie.
Sure, they’re both Yamaha branded, but they are 30 years and a world apart in style, performance and technology.
The TMAX fits into the maxi-scooter class and its half-litre engine performance, feral face and sporty lines were designed to blur the differences between scooters and motorcycles.
The TMAX takes its styling cues directly from Yamaha’s sport bike lineup and even shares some bits and pieces from their parts bins. It’s always been a highway-capable performer that will match many motorcycles with initial off-the-line acceleration.
Bike-like components include a lightweight aluminum frame, large 43 mm forks, an adjustable windscreen, biggish 15-inch wheels and R6-inspired brakes.
For 2012, the new third generation TMAX gets a major makeover. Engine cylinders have been bored out an additional 2 mm, bumping displacement up by 30cc to 530cc. As a result, power is up by 3 hp to 46 hp, and torque increases by 10 percent to a 39 lb/ft peak at a lower 5250 rpm. A larger 34 mm Mikuni throttle body (up from 31 mm), a new airbox, and redesigned radiator are just a few of the higher performance tweaks.
Complementing the power increase, a new aluminum swingarm contributes to a 4 kg overall weight reduction. And all those performance accents blend nicely with the TMAX’s get-on-and-go scooter attributes—the CVT automatic transmission, the low centre of gravity nimble ride and handling, and the large cushy two-person seat with underseat storage.
The last time we tested a TMAX, its user-friendly ambiance encouraged a downtown trip to the market, and we decided to repeat the adventure with the new 2012 model.
Squeeze either of the brake levers, thumb the starter and the engine awakens instantly. The right-hand lever brakes the front wheel, the left-hand side stops the rear, and there is a parking brake lever on the underside of the left grip as well.
Actually, your left hand on the brake lever does the same job that your right foot does on a motorcycle, squeezing on a little back brake as a steadying influence in low speed maneuvering, or to simply smooth the jerk of takeoff when the light turns green.
And it’s good to teach your left hand these new tricks because, every once in a while, when you’re accelerating away, old habits and muscle memories kick in and your hand starts to grope for a non-existent clutch and upshift. Which is not a good thing when that lever operates a brake.
You get over it soon enough. And after a short while you might even find yourself marveling at motorcycle silliness and its antiquated dance of four-limb shifting and braking.
The TMAX made short work of our urban commute. The perky engine, improved brakes and agile road manners seemed meant for the cut and thrust of downtown driving, yet we felt no hesitation at ramping onto highway stretches for speeds of 120 km/h or higher.
We earned a 4.7L/100km fuel economy average on our two-up trek and I cut that to 4.4L/100km combined average on later solo rides, giving me a range of about 340 km on the 15-litre tank.
The new five-spoke aluminum wheels rolled across streetcar tracks easily and handled the bumps better than the smaller rubber donuts of lesser scooters.
The illuminated underseat storage is not as big as others in its class but it swallowed one full-face helmet while we shopped and held two bags of groceries for our return.
The newly designed, multi-function instrumentation panel ‘provides a sense of depth and a 3D feeling in according to the company bumpf.
Frankly, I’d send them back to the drawing board for another try, and ask them to work on some of the flimsy interior fairing plastics while they’re at it.
But the cockpit components work well enough. The analogue speedo and tachometer surround a digital readout for dual tripmeters, clock, temp gauge, fuel gauge and fuel tripmeter.
All-new functions for 2012 include outside air temperature, V-belt and oil maintenance indicators, plus average and instantaneous fuel consumption numbers.
The Yamaha TMAX is the number one seller in its segment in Europe. Here in Canada, maxi-scooters are a harder sell due to both climate and conservative biker biases, but an aging rider population makes them an increasingly viable option.
You will see a lot of them on popular ride routes and even on cross-country tours, usually outfitted with Yamaha’s optional top cases (39-litre for $210.95 or the 50-litre for $279.95).
As far as competitors go, Honda does not offer the Silver Wing in Canada but consumers can consider Suzuki’s Burgman lineup and the new upscale BMW models.
But really, you don’t have to look any further than the TMAX for an able blend of sport design and scooter friendliness, and a viable alternative for riders who are brave enough to break with convention and embrace a kind of light-hearted practicality.
It’s a fun ride. And I think we looked pretty good on the handsome, white TMAX.
We certainly looked fast.
Tom Hanks, eat your heart out.
Yamaha TMAX 2012
Engine: 530 cc liquid-cooled, DOHC, 4-valve, inline twin (46 hp, 39 lb/ft)
Fuel Delivery: Mikuni 34 mm throttle body F.I.
Transmission: Fully automatic CVT with V-belt final drive
Suspension: Front 43mm fork; Rear swingarm – single shock
Brakes: Front Dual 267mm discs; Rear 282mm disc
Tires: Front 120/70R15; Rear 160/60R15
Length: 2,200mm (86.6 in)
Width: 775mm (30.5 in)
Height: 1,420 or 1,475mm (55.9 or 58.1 in)
Wheelbase: 1,580mm (62.2 in)
Ground Clearance: 125mm (4.9 in)
Seat Height: 800mm (31.5’’)
Fuel Capacity: 15 litres
Curb Weight: 218kg (481 lb)
Maximum Load: 197kg (434 lb)
Colour: Bluish White
Price: $10,499
