Piaggio X7 300 Evo

The scooter industry has had a rollercoaster ride over the past few years, since the Greedy Fat-cat Crucifixion (GFC) delivered a knockout punch to the motorcycle industry’s sales charts in 2009. Scooters, along with the rest of the industry, had been powering along like never before up until that point, but then they took a nose dive that would have creased even a kamikaze pilot’s brow with worry.

More recently, however, over the last six or so months, the scooter sales slide has recovered, and indeed the numbers are once again heading in the right direction. Year-to-date figures to the end of September 2011 show sales of new scoots are up by over 12 per cent, as more people open their dusty wallets, clear out the moths and buy into the scooter dream of cheap and easy commuting.

Underlining the importance of budgetary constraints in these ‘belt-tightening’ times is the fact that scooter buyers appear to be going for utilitarian practicality and value over style. Taiwanese marque Kymco, a relatively new player on the Aussie scene, watched its scooter sales grow by nearly 40 per cent over the first nine months of 2011, while Vespa, a top-dollar brand that trades on its heritage and chic design, experienced a drop of 6.4 per cent.

Fortunately for Vespa, it’s owned by the massive Italian Piaggio conglomerate, which also – as the name suggest – produces Piaggio scooters. Sales of Piaggio scoots were up by 13.4 per cent to the end of September 2011, and with tried-and-true models like the X7 300 Evo, it’s not too hard to see why.

The X7 300 Evo isn’t a new face on the scooter scene. In fact, it’s been around in its current guise since the start of 2010, when it took over from the X7 250. Piaggio has pitched the model as a traditional/maxi-scooter hybrid, in that it has maxi scoot poke but compact dimensions.

On the road that can be good or bad, depending on the size of the rider. At 188cm (6ft 2in), I found the X7 a bit too cramped – I would have appreciated more legroom and I found my head was high and forward over the instrumentation, which meant a concerted downward look involving a nod of my head was necessary to view the dials, rather than a quick glance. However, I shouldn’t think anyone under 6ft would be complaining, and in any case even I found the scoot was absolutely fine over shorter urban commutes.

In terms of pure performance, the X7 is a winner. It’s powered by Piaggio’s familiar 278cc Quasar single-cylinder four-stroke engine, and its 22hp (16.4kW)/23.8Nm maximum output is ample to push along the X7’s claimed 161kg dry weight. As with most scoots, there are two basic throttle positions – fully closed and wound to the stop – but the latter sends the X7 surging forward from a standing start, the speedo needle sweeping through 20, 40, 60 and then 80km/h marks in quick succession. The acceleration tails off from that point, but the X7 will still manage in excess of 130km/h on the freeway, making it a viable long-distance proposition if that’s your thing.

That fuel-injected engine is wonderfully refined. There’s barely a hint of vibration and it’s whisper quiet – at times it’s only the silky-smooth throttle response and continuing forward motion that confirm it’s running at all.

With Euro 3 emissions compliance it’s a relatively clean-running machine, and with an average fuel economy of 27.6km/lt and a decent 12lt tank the X7 is capable of a working range of around 300km – not bad by any stretch.

Beneath the smart bodywork and styling, the chassis and running gear is all pretty standard fare. A tubular steel double cradle frame has been matched to a non-adjustable 35mm fork and a twin-shock set-up with four-stage preload adjustment at the rear. It rides on a 14in front rim and a 13in rear, and the on the road it tracks through the bends nicely. You’ll feel any decent bumps or potholes taken at speed, but for everyday, around-town use the X7’s chassis package is right on the money.

The auto transmission delivers that ‘twist ’n’ go’ simplicity, and it has a nice, smooth and progressive take-up point – stop-start traffic didn’t pose any problems, as I cut through the peak-hour gridlock on my way across Melbourne. The low centre of gravity, slim dimensions and generous steering lock all play their part in this respect, too, while the broad ‘king and queen’-style seat – at a manageable height of 790mm – is comfy and supportive, and features a small backrest.

The X7’s stoppers are certainly worthy of note. You get a single-disc, twin-piston set-up at either end, and they work well. Sure, I’m not talking about a sportsbike level of feel at the lever or pedal, but they do deliver adequate feedback and they’re plenty strong – certainly enough to get either Pirelli Evo hoop chirping.

Of course it’s ‘practicality’ that heads the priority list for most scooter buyers these days, and in this respect the X7 delivers. There’s a shopping hook in the usual spot, and the seat lifts up to reveal a reasonable amount of storage – enough to store a full-face helmet when you’re off the scoot, but not quite big enough to carry a spare full-face when you’re riding – well, you could manage it, but there would be a bit of pressure on the lid from your body weight and this would certainly scuff the helmet. Still, an open-face lid shouldn’t be a problem. The seat lock is released by pushing and twisting the key in the scoot’s ignition.

Pillions get a broad, low and comfy perch, moulded footboards and a sturdy grabrail – so there’s a big, fat tick, right there. There’s a deep glove compartment on the left of the steering column (but no lock) and the fuel filler cap, located on the floor, as it were, between the rider’s feet, has a pushbutton release on the handlebar. Adjusting the twin rear shocks is by C-spanner, and the access is a little bit restricted – anyone with meat cleavers for hands will find it a squeeze. There’s no sidestand but the centrestand is easy to use.

The instrumentation is classy, and features an analogue engine temperature gauge, a speedo and a fuel gauge. There’s an analogue odometer reading set into the face of the speedo, but no trip meter. There’s an LCD clock set into the face of the speedo too, but – in a Latin quirk and rather annoyingly – it flashes between showing the time and showing the date. Why you need to know the date is anyone’s guess, and the time/date can only be changed by pushing the two adjustment buttons with something long and thin, like a pen or screwdriver. I guess that discourages those pesky Roman street kids from committing the ultimate subversive act – and changing the date…

The styling is what we’ve come to expect from Piaggio – it’s beautifully put together, with gorgeous flowing lines and a first-class finish. The mirrors work well, offering a clear view to the rear with hardly any distortion, although not surprisingly the screen was too short to be of much use for my lanky self. A taller factory screen is available as an option.

The final feather in the X7 300 Evo’s cap concerns its price. At the time of writing, and while stocks last, you can snap one up for $6990 rideaway – that’s a basic saving of around $1000. Who says commuting needs to be a chore? An X7 turns the twice-daily grind into fun, and you’ll be laughing all the way to the bank.

Visit the Piaggio X7 300 Evo in Bike Showroom

ENGINE
Type: Liquid-cooled, four-valve, four-stroke single-cylinder
Capacity: 278cc
Bore x stroke: 75mm x 63mm
Fuel system: Electronic fuel injection
Emissions: Euro 3
Claimed maximum power: 22hp (16.4kW) at 7500rpm
Claimed maximum torque: 23.8Nm at 5750rpm

TRANSMISSION
Type: Automatic
Final drive: Direct

CHASSIS AND RUNNING GEAR
Frame type: Tubular steel double cradle
Front suspension: 35mm conventional fork, non-adjustable
Rear suspension: Twin shocks, four-step preload adjustment
Front brakes: Single 260mm disc with twin-piston caliper
Rear brake: Single 240mm disc with twin-piston caliper
Tyres: Pirelli Evo – front 120/70-14, rear 140/60-13

DIMENSIONS AND CAPACITIES
Claimed dry weight: 161kg
Seat height: 790mm
Wheelbase: 1480mm
Fuel capacity: 12 litres

OTHER STUFF
Price: $6990 rideaway (promotional offer, while stocks last)
Colour: Black, grey, red or white
Test bike supplied by: Piaggio Australia, www.piaggio.com.au
Warranty: 24 months, unlimited kilometres