Maxi Scooters Maxi Scooter Comparison You've got the scooter bug but you still need a family car? Time to think big. Maxi big, that is
- Blame for the rise of the maxi scooter can pretty well be laid fairly and squarely at the feet of Italian helmet legislation. After half a century of the freedom to ride without a helmet, Italian scooteristi were faced with compulsory helmet hair in 1996, and you can imagine what the average Italian felt about helmet hair. Non! Non! Non! Assolutamente non!
A great influx of cheaper cars and compulsory helmets all combined to cause an unprecedented lull in scooter sales. Italy was hit particularly hard. What to do? If you cannot sell a small runabout scooter because it's not worth spoiling that coiffure just to run down to the shops, it makes sense to create something worth riding a bit further in the hopes that you'll snag a bit more market share. And so the idea of an easy to ride, easy to own urban utility vehicle was reinvented into the concept of a an easy to ride, easy to own vehicle that could take you from city to city, instead of town to town. And the maxi was born. Increasing the physical dimensions of the scooter allowed designers some latitude in vehicle dynamics, storage and aesthetics.
Increasing the physical dimensions also meant increasing the size of the engine, both to deal with the added weight and to offer the performance and range necessary for the new breed of scooter to fulfil its promise and attract a new breed of rider.
That increase in engine size and performance just happened to be tailor-made for local Australian conditions. Certainly the smaller, 50cc scooters are viable in big cities like Sydney and Melbourne, where traffic speeds can be horrendously slow and, of course, they are popular in States with a more relaxed attitude to licensing, such as SA, WA, NT and Queensland, but with freeways and larger than European distances to cover, the bigger engines - 250cc and above - begin to make a lot of sense for a lot of people.
Certainly the performance is welcome when touring two-up as keeping up with traffic flow is easy and this makes longer rides, such as a weekend away, much less stressful. The increase in dimensions is also welcome, with a roomier riding position and far more comfortable seats. The longer wheelbase allows a variety of foot positions for the rider, again leading to a more stress-free ride.
There are, of course, compromises with a maxi. They tend to be heavier and more physically imposing, particularly in terms of width, which can conspire to make them less of a traffic jam buster than a smaller, more traditional scooter. The weight and performance also make you pay at the petrol station, as fuel consumption rises as you go up the maxi ranks.
The weight also has an impact on tyres. Maxis are generally capable of far higher speeds than most scooters, certainly more than 160km/h at the top end, and they are also relatively heavy. Thus the tyres have quite a lot to deal with, although they are not much larger in diameter than regular scooter tyres. This, and the enclosing bodywork mean they have a hard time shedding heat and heat is the real killer of tyres. Fortunately tyre manufacturers have a great deal of experience gained from motorcycle tyres, but don't expect the tyres on a maxi to last as long as the tyres on your 50cc runabout.
Another, slightly more serious compromise comes with the design of the engine/transmission package. Traditionally scooters have the rear engine constructed as a part of the swinging arm that holds the rear axle, and the engine moves up and down in an arc as the suspension works. This works well for a smaller, lighter engine unit, but as the capacity, bulk and weight of the engine unit increases, the traditional mounting system becomes more and more unwieldy as it forces the rear suspension to work much harder (and less effectively) and it compromises where the engineers can place the engine to optimise weight distribution.
Some companies, notably Yamaha with its T-Max and Suzuki with the Burgman 650, have eschewed scooter practice in favour of their experience in building motorcycles and have mounted the engine in a chassis, with a separate drive to the rear wheel. This answers both of the questions asked by the traditional system and it is little wonder that these models handle so sweetly, particularly over rougher tarmac.
Of course, as with any area of the scooter market, there are enough models and enough model overlap to send you cross-eyed, with small capacity engines in a maxi-like chassis - like the Peugeot Elystar 125 or the Bolwell Le Grande - and 400cc engines in a traditional chassis - like the Benelli Velvet 400 - but, for the purposes of this article, we are defining maxis by their silhouette, and not their heart.
Mini maxi
 This is where the classification starts to get messy, with maxi-style body shapes (and accoutrements) but with the smaller engines that limit their range. The two 125s on offer do, of course, comply with the NSW 125cc licensing set-up, but the added weight of the maxi-styling makes them a bit slower off the mark than their more express cousins, and their bulk can be the difference between dealing with the traffic and getting stuck in it. Nonetheless, the smaller maxis do offer significant improvements in gear carrying capacity and are generally roomier for the long of leg. As a stepping stone to a larger, more capable maxi, they make a lot of sense, though, and they do have a fairly comprehensive fit-out. So they may well be your first scooter, though they are unlikely to be your last.
Peugeot ElystarAdvantage 125/150
The Elystar may be diminutive in engine stature, but it's got some very clever features for the rider who values practicality with a dash of French verve. Firs ton the list has to be the 150's anti-lock brakes (ABS). You may hope you never need them, but when you do, they are worth their weight in gold, given medical expenses these days. Both models carry the combined braking system, but only the 150 has ABS. Storage space is good, with room for two helmets under the seat and a pocket in front of your knees.
Instrumentation on the Elystar is comprehensive, but where the scooter stands apart from the competition is in the integral boa cable lock which pulls out and can be attached to a pole or fence for security. Neat and easy. And don't forget the ABS!
Bolwell Scoota Le Grande 125/200
 The Le Grande is a comfortable maxi-styled scooter with one model tailor-made for the NSW scooter licence and one, at 180cc, offering that little extra performance that makes life easier all round.
The Le Grande is going to be popular with the two-up set as it offers a pillion some of the best accommodation this side of a five-star hotel. To being with, the King and Queen seat set-up allows your passenger to sit higher and thus not have to star at the back of your helmet for hours on end - and there's a backrest for added security.
The le Grande has small, 12-inch wheels, carrying 110/80 and 130/70 rubber, and these do a pretty good job of working with the suspension to make all sorts of roads pa practical proposition. The 144kg weight of the Le Grande helps in this regard and allows the suspension to do its job without being bounced all over the road.
The rim-mounted 273mm front disc works well, which is good given the LeGrande's 130km/h-plus potential. The top speed makes the Bolwell more of a practical proposition for long-distance work, while the comprehensive instrumentation - all scooters need a clock! - and storage capacity make the LeGrande well worth considering.
Semi-maxis
An engine capacity of 250cc is pretty much the minimum for a real maxi scooter, if only because it has enough power (and torque) to carry the heavier maxi styling as well as a pillion - and maxis are more likely to be carrying a pillion than smaller scooters - at a decent clip for those romantic weekends away. The happy fact that 250cc is also the upper limit for most powered two-wheeler learner permits simply strengthens the market category. There are, indeed, no fewer than six models currently available if you want a learner-legal maxi and they include some of the best scooters on the market, with some very sophisticated features indeed.
The 250cc capacity is getting towards the upper limit of normal scooter engine mounting as a part of the swingarm. As capacity and size increase, so do weight and bulk and this can cause some compromises with layout and particularly suspension performance. None of the scooters on sale in this category seems to suffer much in this regard, but a very bumpy backroad is cause to temper enthusiasm with a degree of caution from the right hand. Since there is so much choice in this market, the key things to look for are fit, comfort and additional extras, such as a light in the boot, remote seat locks, 12V power sources, even the very useful parking brake.
 Another thing to bear in mind is that these scooters generally handle a bit better and are easier to ride than the larger examples, and most of this comes down to weight. Often the smaller version is simply better balanced, which makes long-term ownership - and particularly long-term urban ownership - a much more realistic prospect. Take one for a test ride if you don’t believe us...
Bug Hawk 250
The Bug Hawk is Taiwan’s answer to the Italian and Japanese scooters in this market segment and it comes as no surprise that Kymco and Bug are interested in the 250cc maxi class. After all, it is at the capacity limit for learners who need a motorcycle licence to be able to ride a scooter. Given Australia’s history as a market driven by capacity, the 250cc class is where it’s at for learners who are not to be satisfied with a 50 or a 125 and who want what the maxi class offers.
The Hawk, with its performance and handling on a par with the opposition, as well as its comprehensive creature comforts, should serve as a warning signal to the traditional scooter manufacturers that Taiwan has come of age. The Hawk is a little rougher around the edges than the Honda, Suzuki or Yamaha, but holds its own against the Piaggio in this company.
Honda NSS250 Forza
 The NSS250 Forza combines all of the usual scooter benefits with decent performance, even if the weight means that acceleration off the line is a bit sluggish. Out on the road, once you get up to speed, cruising is like being on easy street and even freeways are no drama, despite the large frontal area. The screen directed turbulent air directly into the eye-port of my helmet, which made long distances and higher speeds uncomfortable, but then at 195cm I’m in the taller part of the height range. If it were my scooter, I’d trim an inch or two off the top of the screen.
The suspension was terrific. The rear shocks have seven-way preload adjustment via stepped collars, so you should be able to get a setting that is both effective and comfortable in seconds. Behaviour under brakes, too, was impeccable. The Forza carries Honda’s trademark Combined Brake System (both brake levers operate both front and rear brakes, though in different ratios) and it works very, very well.
The carpet-lined storage is more than enough for a full-face helmet (with a helmet lock for a second one). There is even a boot light. There are two other storage compartments, a key-operated glovebox (which has a 12V accessory socket in it) and a coin box on the fairing inner, below the left-hand grip. Missing, though, is any kind of shopping bag hook. The ignition keyhole has a cover that slides across it, operated by a second, octagonal key. There is also a handbrake, mounted on the right hand side, just under the throttle.
All in all, the Forza is a great town bike, with some open road potential. It’s a Honda, so you know it’s well made and well finished, if a little bit over the top in places. The scooter offers a great compromise between civility and economy on the one hand, and a slightly higher than average level of performance on the other. Overkill for the inner city folk, but I can think of few things which would be better for the mid to long-range commute, in any weather.
Piaggio X9 250
 The smaller of the two X9 models carries almost all of the amenities from the lager scooter, bar the automatic centrestand, but in a much nicer overall package. Comfort for both rider and pillion is high and the grab handles and high seat combine to make the pillion’s lot a happier one.
Weather protection from the adjustable screen is very good - most of the rain is brushed aside, while at higher speeds, the screen protects the rider and passenger from buffeting. The generous underseat storage area with courtesy light and 12V power socket are most welcome, and there is also the option of an integrated rider-topillion intercom, FM radio system or handsfree mobile kit. Another nice surprise is finding a seat latch and fuel cap release switch inside the key-operated glovebox.
The X9’s engine is carburated (where the 500cc version is fuel injected) and is smooth and quick off the mark. The scooter is easy to ride in the city and the agile handling continues out of town when the speeds rise.
Linked brakes (the right-hand brake lever operates one front disc, while the left-hand lever operates the other front disc as well as the back brake) work well and, once you get used to it, very well.
Two up weight is not really noticeable, until you’re slowing to filter through the traffic, or crawling along in bumper to bumper traffic jams when the added mass can make the steering vague.
Even so, the X9 250 is a terrific proposition in town, and a more than reasonable conveyance for weekends away in the country. In fact, it is, together with the rest of the scooters in the class, pretty much the perfect compromise between city convenience and highway legs. What separates the X9 from the other 250s is its robustness, thanks to being scaled down from the 500, and its list of accessory features, which is long and well thought out.
Suzuki AN250 Burgman
 The 250 Burgman may share a name with the behemoth 650 and may suffer in the marketplace from that, but the scooter is nimble, 67kg lighter than its big brother and, though running smaller wheels - 13- inch front and rear - with a similar trellisstyle chassis set-up, is just as stable.
Suspension action is fluid with the scoot tracking brilliantly over bumps whether they are mid corner or in a straight line. And the Burgman turns impressively for something running 13-inch tyres, testament to the relatively long wheelbase and low centre of gravity, courtesy of the fuel lying beneath the running boards and the engine being positioned quite low and flat giving a spread of weight along the length of the bike and a good balance.
The rear suspension could do with a tad more preload when there is extra weight on board though it doesn’t hinder the bike’s handling much except for making the front feel a bit light and therefore vague. Fortunately the rear preload is adjustable through a trap-door on the bottom of the bike and is easy to get to and adjust.
The linked brake system has rendered the front brake almost unnecessary, though it is useful to settle some weight onto the front end in a corner. The braking combination is an excellent package.
The fuel-injected, four-stroke single-cylinder engine picks up around the 3000rpm mark and the scooter pulls nicely off the line, most impressively for its size.
The classic-style analogue gauges have digital inserts below each of them for time and odometer. The switch-gear is generic Suzuki stuff and does the job well. Tamper-prevention measures run as far as a steering lock, magnetic keyhole cover and a lock slot to slide a chain through. A parking brake helps with those downhill parking spots.
Boot storage is sufficient for two full-face helmets plus bits and pieces: all in all 55 litres of storage. The boot also has a handy light. Below the ‘bars there are three compartments, two either side of the ‘bars and one main glove box. There is enough space to carry gear for two for the weekend if that’s your thing.
And if touring is your thing the bike is capable of doing it. The screen could be a bit taller for someone of my height, though it provides good protection from the elements at anything but highway speeds.
Comfort is great, especially over long distances, and the rear pillion seat is a decent height above the rider’s, providing a great view of the road ahead. The footboards at the rear however are slightly out of reach as the curve of the rear end causes your feet to sit on the outside of the running boards.
 Simplicity seems to be the key here that makes the junior Burger so much more practical than its big brother. All in all by shedding a bit of weight - we’re talking 67kg - and dropping some of the gizmos the junior lives up to the name of a maxiscooter without the drawbacks of its big brother.
Yamaha YP250 Majesty
The Majesty was the scooter that started it all, in Australia at least, when it was the first maxi available here, almost a decade ago. Remember that that was in the dark ages when scooter meant Honda Spacey, Suzuki AE50, Yamaha Jog or Vespa PX200, and yet it carved out a niche, slowly and not a huge niche at that, but it’s still here and still just as good as ever.
One of the reasons for its popularity was the fact that it simply fitted more people than the smaller fare on offer, even six-footers. Ease of use and a cavernous storage area were bonuses. Toss in its 250cc capacity - that made it learner legal every- where in Australia - and it was pretty much the right vehicle, slightly ahead of its time. It set the stage for other maxis, offering a liquid- cooled low-slung four-stroke engine, great weather protection and true city to city capability.
 Part of its appeal is the low centre of gravity, which makes the Majesty very easy to ride, despite the physical bulk, which of course adds to the comfort. The park brake is so useful you’ll wonder what you did before you had one, especially for sitting at lights on a hill. It’s mounted beneath the left-hand switchblock and simply flicks on and off when needed. Perfect.
The 250 version gave rise, inevitably, to the larger 400cc Majesty and, in part, to the phenomenal TMax, but if you want to sample the original, the maxi that begat the rest, look no furterh than Yamaha’s sterling 250 Majesty.
Hyosung Free Rider 250
Details are scarce, but Hyosung has a new Maxi about to land in Oz. The liquidcooled, four-stroke S2 250 Freewing offers, of course, automatic V-belt transmission, loads of storage, telescopic forks with disc brake at the front, a 750mm seat height and a 140km/h top speed.
maxi-maxis
As the small scooter market began to wane in Italy some years ago, manufacturers began to see some light at the end of the tunnel in larger, more capable machines and, as is the way of the world, this led to an arms race. Yamaha, on the other side of the world, created the 500cc TMax, which was unique in that it had an engine held in the frame and a separate swingarm and drive to the rear wheel, as opposed to an engine/drive unit forming part of the rear swingarm. This gave an immediate improvement in handling.
Piaggio, on the other hand, developed the 500cc MASTER engine and fitted it to the X9, wrapping luxury around the motive unit. That same engine went into the Gilera Nexus (as well as the not-here-yet Beverly 500), together with some pretty tricky suspension to control that back end.
The 500s offer real open-road, two-up long-distance performance, though with a price to pay at the petrol station. Still, if the open road calls, there are few things more comfortable...
Piaggio X9 500
 Piaggio’s X9 is aimed fair and square at the luxury end of the scooter market. And it shows in the level of comfort and equipment on offer.
Aside from the king and queen seats - plush and comfortable - and the regular instrumentation, there is a trip computer that has service interval information, mean speed, maximum speed, distance and speed covered on reserve, ambient temperature, time, stop-watch - for those hot laps! - and much more. And that’s before we get to the rider to passenger intercom, mobile phone plug or the accessory radio...
The X9 carries a fuel-injected 460cc single- cylinder, four-valve four-stroke engine which has good power on tap, albeit at the expense of being a bit lumpy at low speeds which makes riding around town a bit rough. On the open road, however, everything smooths out and life is much better.
One thing the X9 can’t conceal, however, is the 206kg (dry) bulk. That, and the large dimensions that make it so comfortable, lead to compromises and you need to muscle the bike around in slow-speed traffic environments. The centre of gravity also feels quite high and rearwards biased - and this is accentuated by the huge optional top case - and this makes it worse. On the open road, where speeds are higher, the weight comes into its own and contributes to a feeling of solidity and stability, and bumps do little to upset the X9’s progress.
On the open road the X9 shines as it is spacious and very comfortable. Pillion accommodation, especially with the accessory, padded top box is exemplary: best in class.
The Piaggio also bristles with nice touches to make life easier for the owner, such as an ignition immobiliser. Perhaps the most outstanding, however, is the electrically operated centrestand. Cruise to a stop, hit the big yellow button and the scooter parks itself. Easy. The large, underseat storage is very useful too, and the remote access switches (one electrical and one mechanical in the glovebox) are well designed. As well as the intercom sockets, there is an accessory power socket in the boot (as well as a courtesy light). Another important factor is an adjustable screen, so you can vary the height to fine-tune the weather protection.
The linked brakes are twin discs up front and a single disc at the rear and this means trouble-free, balanced stopping from any speed.
The X9 is Piaggio’s first shot in the burgeoning luxury/touring scooter market and remains the scooter offering the most creature comforts. As a country tourer, it can hardly be bettered, even if you include some city commuting, especially if you have a pillion you want to keep happy. If on the other hand you are city based and only head out of town occasionally, you might like to consider a chauffeur.
Yamaha TMax
 If you happen to be on a Yamaha TMax and come across one of those know-it-alls who say all scooters are the same, then dazzle them with science. How many others have a parallel twin four-stroke engine? And how many others have a real live “proper” swingarm?
The TMax is no different from other scooters in many respects. It is a little larger than the usual offering, but it’s lost none of its scooter charm. The hallmarks are all there - large boot space under the seat, no gears to worry about, and a wide comfortable seat designed to keep your backside happy. The overall riding posture is as relaxed as could be, in the usual feet-forward position. It’s kind of like riding an armchair.
The combination of the large frontal area and 499cc engine means that it won’t be as kind at the bowser as some other scooters, but it’s a small price to pay for the surprising amount of poke delivered to the wheels. Utilising a V-belt transmission that offers the same constant velocity arrangement as most other automatic scooters, there’s no need to rev the guts out of it to keep it moving. Having said that, there’s plenty of response if the throttle is given a vigorous twist - it’ll take off from a standing start with enough grunt to get ahead of traffic, and then motor along quietly to keep you there.
The parallel-twin four stroke is a great engine, ideal for either the cut and thrust of traffic or a leisurely cruise in the sunshine. There are no sudden peaks in the power delivery - it’s all as smooth as silk.
The TMax is quite a heavy beast - the dry weight of 197kg can take a bit of moving if you need to back out of a tight space, but the weight is carried low in the chassis, so handling actually benefits from the bulk, as it does from having the engine much closer to the centre of gravity than a normal scooter’s arrangement would allow. And the handling is very, very good - best in class, certainly up to about 170km/h (whoops, are we allowed to say that?).
There’s about 32 litres of space under the seat, which is a huge cargo area. It’ll comfortably swallow a helmet and briefcase or backpack if required. The decision to put 32 litres of cargo space and only 14 litres of fuel tank is slightly questionable as a larger fuel tank could see the TMax develop into an almost ideal long-haul cruiser. The windshield and seating arrangement lend themselves to a bit of distance work, and the reasonably frugal 500cc engine won’t have you stopping at every bowser along the way.
The suspension set up is ideal. The longtravel front suspension and lengthy rear swing arm provide a ride that can only be described as plush. Sudden sharp bumps do tend to get transferred through the front forks to the rider’s hands, but the rear will soak up just about everything the appalling Sydney road system will throw at it. The larger 14-inch wheels are enough to reduce the risk of heart attack if a nasty pothole is encountered. The large wheels also assist with stability once you hit the highways.
The stopping power of the surprisingly large diameter front and rear discs is unquestionably sound, lending a sense of confidence to the overall feel.
It’s a great ride, whether it’s being used as an everyday commuter or just an executive stress toy. With its price tag it’s no small investment, but when it’s this easy and nice to ride, you could almost say 'who cares?'.
Mega-maxi
To date, there is but one mega-maxi, Suzuki’s behemoth Burgman. A 650, it is a favourite among the older motorcycle set, who are trading up their big touring bikes for something a little less demanding, but that still offers the lifestyle and the wind in the face experience, together with all the performance this wide brown land demands.
Suzuki AN65 Burgman
 Suzuki’s AN650 Burgman is the undisputed King of the Maxis, with its 653cc engine, push-button electronic gearbox or auto with power and normal modes and, of course, its 238kg...
It’s also fast, smooth, comfortable and an absolute pleasure to ride, handling far more predictably and nimbly than anything with its paper specifications has any right to.
With a 15-litre tank and a steady 5L/100km (20km/L) 300km is easily achievable (and more if you aren’t in a hurry). The automatic gearbox option makes a lot of sense in town: twist and go, with power wherever and whenever I wanted it. The relaxed 653cc twin provided more than enough to get the heavy scooter up and running, and the weight dampened the suspension nicely to eliminate road shocks from speed-humps, potholes and the rest. Elegantly comfortable, I believe the correct description is.
Once I got a bit more used to where the controls were - and with seven switches on the left-hand switchgear (plus a passing light switch at the front of it) familiarity does take a while, I started playing with the Power setting. The net effect of this, or so it seemed, was to move engine rpm for any given road speed up by about 1000rpm, thus placing the engine higher in the powerband to give better throttle response. This, of course, comes at the expense of fuel economy, so, after a while, I used to switch to Power when I was at the lights, use the extra oomph to get of the line quick smart and then change back to Normal once I was ahead of the traffic.
Once I had mastered that, I played with the five-speed push-button gearshift. Of course, there’s no clutch and when you stay on the gas and shift up there's a little surge of power as the ratios switch and then it's back to normal. I never quite summoned the courage to bang the scooter down from fifth to second to back it into a corner, but since the gearbox automatically changes back to first when you stop, I reckon there's some electrickery in the 'box to over-ride idiots like me.
One of the benefits, of course, to be found in a CVT is that, theoretically, you are always in the right gear at the right time; as opposed to a conventional ‘box when engine speed is too low, then just right, then too high, then you change up... Normally you don’t get to do a back-toback comparison between CVT and conventional ‘box - until the Burgman.
While the five-speed push-button thing is technologically interesting (and a heap of fun), I found that the stock auto setting was better at picking a ratio than I was.
I also found that the Power setting, by bumping up the rpm so much, also bumps up the engine braking. As the test progressed, I found myself more and more just sticking to auto. I also found myself riding the Burgman harder and harder the more I got used to it. The combination of 15 front and 14-inch rear with 120/70 and 160/60 section rubber gave good confidence, and the brakes were well up to the task. Chassis dynamics are excellent - though there is of course little in the class with which to compare them - and the bike was a hoot to ride, comfortable on the freeway and quite at home in the tight stuff, although serious bumps will have you gritting your teeth a bit if you want to go really quick.
The Burgman is not going to be for everyone. It’s heavy but the seat height is low, it costs a lot for a scooter, but not too bad for a bike and that’s where a lot of the big Burger’s fans come from: motorcycle riders who, for one reason or another can no longer get their leg over, but who still want the power, freedom and thrills that life on two wheels provides. And more power to them.
As published in TW SCOOTER MAGAZINE - 7/03/2005
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