Scooter Malaguti Phantom F12R, Piaggio NRG Power DD.

Malaguti

Malaguti Madison 3 250, scooter, 2009, 244 cm3, 22.09 hp, 158 kg, 206,000 rub.
Malaguti Madison 3 250, scooter, 2009, 244 cm3, 22.09 hp, 158 kg, 206,000 rub.

The first impression is how big it is! Compared to “fifty dollars” - it’s like two scooters at once. In the city crowd it will be a little difficult. But behind the wheel, I, accustomed to a large-capacity cruiser, didn’t feel cramped. The steering wheel is moderately wide, and your hands rest on it without any strain. Well, a real sofa will give a head start in size to many cruisers: it is not cramped for either the driver or the passenger. And for convenience: for a good hundred kilometers there was no thought about stopping and warming up. However, there is also a downside to the coin - short people will not be very comfortable on it in the city, when they often need to put their feet on the asphalt - the seating position is quite high.

December 11, 2009

Malaguti Blog 125/160 scooters of the 2010 model year will receive as an option such a non-standard element for scooters as a roof.

This configuration, according to the manufacturer, is designed for city driving in bad weather. The roof is designed in such a way that it can protect the person sitting on the scooter (in whole or in part, depending on the relationship between the direction of the wind and the direction of movement of the device itself) from both wind and rain.

The idea of ​​putting roofs on scooters originated some time ago in Japan, and little by little the idea spread to Europe. It is worth noting that in addition to the actual practical purposes, the roof significantly changes the aesthetic feeling of this technique.

For Malaguti Blog, the roof is designed in such a way that it is attached to the scooter base with just six screws, making it quite easy to install and remove.

The transparent part of the roof (the windshield itself) has a high degree of light transmission and also boasts an anti-scratch coating.

If the roof is offered as an option for the scooter, then there is also the possibility of additionally ordering options for the roof itself, for example, it can be either without a wiper or with one. The roof is also reinforced with an aluminum frame, thanks to which an additional 30-liter luggage compartment can be installed on top.

The Blog series scooters have been produced by Malaguti since 2008 - these are mid-size two-wheeled machines, offered with two engines - 125 and 160 cc, respectively. Both with electronic injection, both comply with the Euro-3 environmental standard. The engines are single-cylinder, 4-stroke, liquid-cooled, the small one produces 11.96 hp, the large one produces 13.89 hp. The scooter also boasts a fairly high ground clearance for vehicles of this class, a seat height of 770 mm, excellent maneuverability and ease of control. Wheels are 13-inch with disc brakes. Dry weight of the machine is 138 kg. Tank – 9 liters.

The large trunk located under the seat can accommodate as many as two half helmets. The multifunctional analog instrument panel looks stylish and offers the driver a full range of information about the movement process and the technical condition of his iron horse. The price of the basic version of Malaguti Blog in Europe is about 2,500 euros. There are four colors to choose from – ivory white, metallic silver, titanium gray and black.

The Italian Malaguti has been producing two-wheeled vehicles at two factories in the suburbs of Bologna for 75 years. The total area of ​​production premises of both enterprises is 60,000 square meters. The company employs about 300 people. During its existence, the company has produced more than 2 million units of equipment. Now the company's product range mainly includes scooters - with an engine capacity from 50 to 500 cc, as well as several models of 50 cc motorcycles (enduro, supermotards and nakeds), several models of children's motorcycles and one model of a children's ATV. The company's dealers operate in more than 50 countries, including Russia.

Source: https://www.motonews.ru/

Malaguti Spidermax GT500: You can sell your soul!

Kirill Chernyshev 04/21/2009, Tests, MOTO Magazine

In everything it is like a full-fledged big bike: 16-inch wheels, brakes that can stop a train, a non-trivial frame design for a scooter, a powerful fork, dimensions, behavior on the road... Everything except the engine. Only the engine and transmission give it away as a scooter. Spidermax GT500, like a true Italian, is contradictory in everything - and this is its main advantage. Massive plastic cladding that surrounds the aluminum monocoque frame and rear (steel) frame creates the ambience of a large, heavy cruiser. The entire “volume” is made of plastic. But it’s enough to remove the front body parts, and you instantly realize that it’s all air. The scooter instantly deflates, like a fluffy cat getting wet in the rain. That is why the “moped” seems to be huge, but weighs not much more than 200 kg. Although he looks larger than his “Japanese” classmates. Let me remind you that the dry weight of the Suzuki Burgman 650 and Silverwing 600 exceeds 220 kg, and the most “sporty” in the 500 cc category, the Yamaha T-Max, weighs 203 kg. A few more words about “air”. When you see the “inflated” body, you are tempted to look under the seat, into the vast “closet”, which, according to the instructions, can accommodate two integral helmets. (Where did this unit of measurement come from - to determine the capacity of luggage cavities with helmets?) Indeed, a pair of helmets fits under the saddle, but the volume is only designed for them: the huge trunk is divided exactly in half, and you get not one super storage room, but two, in each of which there is no You can even squeeze in a backpack with a laptop. The prefix in the name “GT” implies that the device is intended for long trips. The spacious “sofa” is designed for two, but the Spidermax GT500 will appeal primarily to selfish riders. Because it is comfortable for two people to drive it only on smooth European autobahns. In Russian conditions, the concept of Duo GT (grand tourism for two) “does not work.” The frame is a complex structure. The front part of the prefabricated monocoque is made of two halves, with all the wires and hoses running inside them. The rear part is a steel subframe, like on motorcycles (the passenger seat is attached to it). Due to its multi-component structure, the frame is not as rigid as a solid one. With a passenger, if you drive with the Soft suspension settings, it seems that the rear wheel is “walking,” especially in corners. As soon as you get onto a concrete road near Moscow, the passenger begins to beg for mercy: the rear shock absorbers “break through” every once in a while. I tightened the springs and moved the setting to three positions. The next passenger liked the ride. But I’m no longer happy about it: every joint of asphalt, every convex marking, every hole was “imprinted” on my spine. Still, “comfortable” settings are preferable - even if the handling is not so sharp, it is still pleasant to drive... The owner of a Spidermax will have to spend some time fine-tuning the suspension. I'm sure you can find compromise settings “for two”. Or install more energy-intensive, fully customizable gas shock absorbers. How many “horses” fly out into the chimney with each “exhalation” of the engine? It's scary to think about! All this in order to comply with EURO-3 standards... A huge muffler, equipped with a state-of-the-art catalyst, extinguishes the thunderous exhaust of the 459 cc “single-barrel”. The even roar of the engine does not irritate, on the contrary, it inspires to “open up” even more, so that all drivers, mothballed in their cars, can hear, even through tinted windows, that a cool “Italian” is driving somewhere nearby. The Spidermax power unit is a copy of the Aprilia Atlantic 500 engine. Malaguti specialists did not boost the engine - they limited themselves to modifying the piston, and then only in order to increase its reliability... “Question from the audience”: how is it that the declared peak power is achieved at revolutions beyond outside the “red zone”? The developers avoid a direct answer and only make it clear: there is potential for engine tuning. Was able to accelerate the GT500 to 154 km/h. When I reached the “150” threshold, the scooter seemed to hit the wall. I was persistent - I kept full throttle for some time. And Spidermax picked up slowly - 1 km/h... Interest in the “maximum speed” disappeared. I checked with the GPS, and it turned out that the digital speedometer is not a standard of accuracy: the error in its readings is about 5%, that is, the real “maximum speed” is 146 km/h. However, in my opinion, it is quite sufficient for a walking device. The centrifugal clutch works very softly, simply precisely: it “grabs” instantly after “opening” the gas, and “releases” as soon as you “close”. With a sharp release of gas, I did not feel the effect of engine braking. Either the operation of the clutch is “monitored” by some kind of system that spreads the shafts, or the Italians have put together a harmonious set of weights and variator springs. In any case, the operation of the unit saves a lot of gasoline. The ultra-modern filling of the machine deserves special mention. The engine is fed by a Magneti Marelli fuel injection system – fully computer controlled. The control unit not only processes signals from the throttle, but also takes readings from exhaust gas pressure sensors in the muffler, and the lambda probe evaluates the oxygen content in the air intake. But this is not the “fly-by-wire”* system familiar to many, but an original development. (By the way, the same fly-by-wire became available to Japanese companies precisely thanks to the innovations of Magneti Marelli.) It’s strange, but all these technical delights are not at all noticeable: at times it seems like a Spidermax with a good old carburetor. Let me explain where this impression comes from. In the city, the scooter is incredibly thirsty - it feels like the air filter is clogged or there is low-quality gasoline in the tank: it pulls poorly. On 11 liters, the AI-95 can travel only 175 km (that is, the consumption is 6.5 l/100 km). This is a side effect of the electronics: the fuel mixture is constantly artificially enriched to provide peak power in any driving mode, even in the densest city traffic. On a country highway, the Spidermax transforms: in the fresh air, the scooter already travels 285 kilometers on the same 11 liters. What a difference! The injection system works well, fuel economy is obvious: 3.8 liters - a figure comparable to the consumption of some 125 cc Japanese “stool”! The Spidermax GT500's dashboard is not for the average mind. “On the fly” without instructions, it is simply impossible to understand all the variety of information generated by the on-board computer. Italian developers here also distanced themselves from Japanese canons. Although they are undoubtedly more convenient: more buttons - easier control. I will call the Malaguti principle “revolving” or, if you prefer, “drum”: there is only one button, it is located on the right remote control (and so that it can be pressed without removing your hand from the gas handle, right on the go). You hold the key for one second - the next combination of numbers appears, hold it for three seconds - options and settings are displayed... So you click the button until you reach the desired menu page. I counted about 20 basic combinations, but almost each one has its own settings... The convenient thing is that you can select the data set you need. For example, if you want to know today's mileage, time and air temperature - please! Or a digital backup of the tachometer and speedometer. Or instantaneous fuel consumption, calculation of mileage based on the remaining gasoline in the tank... And then those same two dozen options that you won’t even remember. And that’s all – with the press of one single button! I don’t know if the Italians tested this system, but it’s difficult to be distracted by clicking one key 20 times while moving. And dangerous. The Spidermax GT500 brakes are tenacious - don't worry, mom! However, in some situations this advantage turns into its opposite: the front wheel tends to stall. And that's why. 2-piston floating calipers are ready to lock up both 270mm discs at lightning speed. Although the braking system is combined (when you press the left lever, the front and rear circuits are activated simultaneously), but there is no ABS. And the blocking occurs suddenly - the coefficient of adhesion of the tire to the asphalt will only decrease slightly. The driver will have to take this feature into account, and I also tried to minimize the risk of emergency braking. ...When the time came to return the Spidermax, I didn’t want to give the scooter back right away - the machine “wouldn’t let go.” This happened to me for the first time in the last five years: I was tempted to go another hundred kilometers. And although it was already nine o’clock in the evening, I warned the owner that I would be late. A couple of laps around the Garden Ring, driving along the avenues, embankments... Only when I had burned almost all the gasoline, there was nothing else left - I went to give it away. Half an hour later I was already sitting on my Honda, another 20 minutes - and I was in the garage. The kilometers to the house were not remembered in any way, the moment of getting out from behind the wheel, taking the keys out of the ignition, putting the helmet and gloves in the trunk, closing the gate with a lock was not recorded - everything was automatic. But I remember every kilometer of the Malaguti test clearly. The scooter was provided for testing by the Moscow motorcycle dealership "Rubiker".

TECHNICAL SPECIFICATIONS GENERAL DATA

Model Malaguti Spidermax GT500 Year of manufacture 2008 Dry weight, kg 204 Length, mm 2240 Width, mm 930 Wheelbase, mm 1490 Gas tank volume, l 14.5 ENGINE

Type 1-cylinder, 4-stroke timing DOHC, 4 valves per cylinder Displacement, cm3 459 Max.
power, hp at rpm 40/7000 Max. torque, N.m at rpm 43/6000 Power system fuel injector Magneti Marelli Cooling liquid Starting system electric starter TRANSMISSION
Automatic clutch, centrifugal Automatic gearbox Final drive with V-belt type
CHASSIS
Frame aluminum monocoque V-Box with steel subframe Front fork hydraulic, telescopic type Diameter of stays, mm 41 Fork stroke, mm 120 Rear suspension: engine as a pendulum, 2 hydraulic shock absorbers with spring preload adjustment Front brake integral system - two 270 mm discs, calipers with 2-piston floating calipers Rear brake integral system - 260 mm disc, with 2-piston floating caliper Front tire 120/80-16 Rear tire 150/70-16

The main scooter producing country in Europe today is Italy. The largest factories for the production of two-wheeled vehicles are located on its territory. But Italy not only produces, but also consumes most of the scooters produced. The love of the local population for this type of two-wheeled vehicle is understandable. Not only do they cost significantly less than cars and save significant sums on gasoline per year, but the season in this country lasts almost all year round.

Compared to motorcycles, scooters provide their owners with improved comfort and maneuverability, as well as convenience and ease of control. These qualities are deeply valued by residents of large cities, who use scooters as a panacea for urban congestion. Despite such enormous popularity, it happens that the market becomes oversaturated and then the struggle of manufacturers for their buyers unfolds with renewed vigor. In this situation, everything comes into play: from pricing policy to the development of new cutting-edge scooter models designed to change the balance of the market in favor of one of the companies.

During the recent period of calm, many interesting new products have appeared on the European scooter market. But among them there was one who had been waiting much longer than the others. They waited because at that time the public was not yet ready to accept and understand such an interesting and futuristic device. Its developers planned to create the most technically advanced cruising scooter with a large-displacement engine, designed to satisfy the highest demands not only for comfort and dynamics, but also the aesthetic tastes of a sophisticated European buyer. Similar scooters include the Aprilia Scarabeo 500, Piaggio Beverly 500, Gilera Nexus 500 and Malaguti Spidermax GT500. In this article we will talk about the latest device, since it has become one of the most resonant new products of recent years in the world of European maxi-scooters. Malaguti has always differentiated itself from its Italian competitors in terms of scooter design. Its scooters have always stood apart from the entire echelon, and Malaguti SpA itself has never been part of the Piaggio Group. When creating its motorcycles and scooters, the company uses the services of the design studio Engines Engineering, which also collaborates with Benelli, Ducati and the European division of Yamaha. Almost all Malaguti scooters and motorcycles are born in this studio. These machines are distinguished not only by modern technical “filling”, but also by their magnificent design, turning each copy, if not into a work of art, then at least into an expensive thing. Perhaps for this reason, Malaguti scooters have not become widespread in the CIS and, in particular, in Ukraine. On average, it takes about two years from the start of developing a scooter or motorcycle to the release of a production model. The Malaguti Spidermax was expected much longer. The first sketches and computer models of this scooter appeared back in 1999, and the first production samples went on sale in 2004. During this time, the concept of the scooter managed to become familiar, and the design, which previously seemed too futuristic, was able to be appreciated. Now the Malaguti Spidermax GT500 is one of the company's flagships. Notable is the fact that the main role in its development belongs to the Russian designer Vladimir Shchechkin. It was thanks to him that the initial concept of this scooter grew into reality with virtually no changes and now the scooter has something to boast about.

It is enough to look at its lining lines, sharpened to the last bend, and a real diagonal aluminum frame to understand that this is a “Hi-end” class device. It is no secret that when selecting an engine for this device, Malaguti faced some difficulties. For a long time there was no suitable power unit in its arsenal, and only after Piaggio released the Master engine with a capacity of 460 cc, the problem was solved. There was no better option for Spidermax at that time. This unit with a four-valve head and a horizontal cylinder produces almost 40 hp. and 42 Nm of torque. In many maxiscooters, the frame is made of steel pipes and cannot provide high torsional rigidity. A distinctive feature of the Malaguti Spidermax GT500 is the V-Box composite frame, which combines an aluminum monocoque front end with a subframe made of steel pipes. This design not only provides the necessary rigidity, but also weighs much lighter than steel components. But the rigidity of the frame alone cannot achieve phenomenal straight-line stability and cornering control. To do this, you should also work on the suspension. If in ordinary scooters the front fork is U-shaped and its feathers are fixed in only one yoke each, then here everything is done according to the motorcycle principle. The 41mm stays are rigidly mounted in two crossbars, which gives the unit significantly greater torsional and bending rigidity than competing scooters. On the rear suspension side, everything is also thought out and meets the required parameters. The Piaggio MASTER engine, which is one of the main elements of the suspension, is attached to the frame not on the usual silent blocks, but on bearings. This, of course, does not help reduce the vibrations transmitted from the large single-cylinder engine to the frame, and therefore to the driver, but it significantly improves the stability of the scooter on the road. Spidermax GT500 was not conceived as a sports vehicle and when selecting shock absorbers, the task was to provide the rear

the suspension did not have a progression (like on the Gilera Nexus 500). The main criterion was to provide the driver and passenger with the maximum level of comfort. Therefore, we installed a set of two shock absorbers that evenly distribute the load on the frame and provide a sufficient margin of rigidity. Considering the huge (48-liter) trunk located under the seat, this choice can be considered justified. Good driving performance of the Spidermax GT500 is ensured not only by a rigid frame and adequate suspension, but also by large (by scooter standards) 16-inch wheels. In addition to this, the scooter is equipped with a powerful integral braking system. The front wheel has two brake discs with a diameter of 270 mm, equipped with 2-piston floating calipers. At the rear there is a disc of slightly smaller diameter – 260 mm. The left brake handle acts on the rear and one of the front brake calipers, the right handle on the second front caliper. Malaguti Spidermax GT500 is not only powerful and stylish, but also quite functional. For example, two integral helmets can fit into the same trunk without complications. The developed plastic body kit provides both the driver and passenger with excellent protection from the wind. The standard equipment includes an immobilizer and an automatic engine stop system that is triggered in the event of an accident. Additional accessories for the scooter include a central case, a soft backrest for passengers and a proprietary anti-theft alarm.

This is not to say that the Spidermax GT500 is too expensive, but it cannot be called cheap either. In Europe, it surpasses its competitors in price, but for this money the buyer gets a device that, thanks to its extraordinary appearance, can still be considered a curiosity. And this is worth something...

Text: Vladislav Sofonov Photo: Malaguti SpA

Magazine: 3 (2008)

Malaguti2

So the purpose of the device emerges: travel through an empty city at night and country highways. Overtaking on the highway does not cause any difficulties, because the scooter reaches 140 km/h without any problems! To be honest, I didn’t really believe in what was stated (and this is with a 20-horsepower engine!), but come on: it goes and how. At the same time, the dynamics can surprise those who previously only drove fifty-kopeck cars: it allows you to get away from traffic lights not only from most average cars, but also to compete with powerful modern business-class sedans. At the same time, you can see (and hear) that the engine does not strain at all during acceleration. I suspect that the possibilities for tuning this device are very, very great. However, I don’t really want to change everything here. Even the standard muffler (which many people tend to change almost in the first place) not only produces a quite pleasant “sound”, but also looks quite decent.

Malaguti3

However, the maximum speed is not the only thing that surprised us. The brakes were impressive (although it is logical that for such speeds they should be adequate) - disc on both wheels, with Grimeca two-piston calipers. The deceleration turned out to be so fast and unexpected that I braked a couple of times in front of the speed bump and noted to myself: you should look at the mirrors more often, there is a very high probability of getting hit in the butt during an emergency deceleration in traffic. Fortunately, the mirrors, unlike analogues on many types of Japanese motorcycles, provide an exceptional overview and do not shake at high speed.

Scooter Malaguti Phantom F12R, Piaggio NRG Power DD.

Pavel KURLAPOV, Maxim VLADIMIROV, photo by Dmitry TYURIN

MALAGUTI Phantom F12R Ducati Corse Superbike, scooter, 2008, 49 cm3, 93 kg, RUB 118,000. PIAGGIO NRG Power DD, scooter, 2008, 49 cm3, 99 kg, RUB 120,000.

Comparing these “fifty dollars” is, apparently, a thankless task: the same technical characteristics, trimmed to the letter of the law, the same country of origin... The choice of an ordinary buyer will most likely be determined by the nuances of the design and color scheme. But who would have thought that there were SUCH DIFFERENT ITALIANS.

CUCINA ITALIANA . Man is not fed by bread alone; sometimes you want caviar. So we decided that it was time to step aside from our daily bread - Japanese scooters and “starvation Chinese rations” and pay attention to delicacies from the Apennine Peninsula. The Italians, universally recognized trendsetters in automobile and motorcycle fashion, do not ignore the most popular and inexpensive motor vehicles, remembering that beauty should be so both outside and inside. It is the combination of design and technical solutions that puts the objects of our test at the highest level of the scooter hierarchy. The prices speak eloquently about the same thing, because it is for them that “tickets” to the premium class are issued. To eliminate discrepancies, let us clarify: products in the “premium” segment are similar in consumer properties to their analogues, but are sold much more expensively and in noticeable quantities. And it’s not so important what people are willing to overpay 20-40% for: for style, status or an indivisible feeling - “I like it, and that’s it!” This characteristic suits the Italian duo one hundred percent.

Our couple are real athletes. And this is not just an image. Behind the bright stickers are disc brakes, 13-inch wheels, low-profile tires: everything suggests that these cars are designed not only for devouring city traffic jams, but also for racing. That is why, after completing the “street” program, we decided to hold the final of the match on a real racing track - the Mayak karting track. It’s hard to think of a more suitable place for testing small, nimble devices, because the karts are practically in the same “weight” (more precisely, the maneuverability and speed category) as our scooters.

The instrumentation in the superbike area is perfectly legible both day and night.

DUCATIN SON . The Malaguti Phantom F12R was released in 2008 and immediately won the hearts of young riders with its bright design, and the Ducati Corse Superbike version, which appeared in 2009, became the ultimate dream of young fans of the brand, because its coloring completely replicates the color scheme of the factory team’s car. On the sides are the proud numbers “1098” - the name of “that same” Ducati. The jokers in the editorial office immediately suggested sticking another sticker near the exhaust pipe: “Dried Duca. Cheat here,” but we understand that this is out of envy.

What immediately puts this device head and shoulders above the same “Japanese” ones is its ergonomics. The lanky test editor, 188 cm tall, sat completely calmly in the saddle and did not even press his knees against the front shield, and when he grabbed the steering wheel, he did not press his own sides with his elbows. True, the cute “ears” that imitate the side fairings of a motorcycle somewhat eat up the transverse space of the floor, but on the whole they do not interfere. The wide and rather rigid saddle is also well-made. Its shape will suit a rider of almost any size, and the finishing material will not allow it to slip even in the most extreme tilt. By the way, the scooter is ready to take passengers on board. Of course, the second person shouldn’t expect any special comfort: in order not to fall, they will have to hold on tightly to the pilot, but the very possibility of riding together will undoubtedly be considered a plus. The role of passenger footrests is performed by the “wings” of the floor, expanding towards the tail, as if flowing around the body. They also serve as pilot footrests during an aggressive sports landing.

The controls are no frills, but there are no complaints about the ergonomics.

The Malaguti instrument panel, in addition to being made with an eye on aviation instruments (which is clearly hinted at by the stylization of an artificial horizon), is also very informative: by switching modes with the key on the right remote control, you can display speed, total and daily mileage, hours, average speed and even lap times! True, a couple of small but annoying problems surfaced while driving: the tachometer works very “approximately”, in increments of 500 rpm, and the fuel level indicator is not very easy to read, because there was very little space allocated for it.

The creators of Malaguti managed to add some zest even to the control panels, coloring the buttons and giving them an original shape. The left block of switches is quite standard (turn signal toggle switch and sound signal), although the separate button for turning off the turn signals was a little surprising - the attempt to be original clearly failed. On the right remote control there is only a key for switching tidy modes and a starter button. In general, all the buttons are at hand, and even the claim to originality is not at the expense of convenience.

The performance of the single-piston front brake caliper is lacking.

Another surprise is the lack of switching headlight modes. Lensed optics look cool, reminiscent of the same Ducati 1098, but it shines on its own. Apparently, the designers decided that the era of universal “flashlighting” had arrived, and there was no need for high beams on a low-speed scooter. There is some rationalism in this, but there is nothing even to blink at the gape oncoming counter. By the way, the “long range” control light is present on the instrument panel and even flashes mockingly in diagnostic mode when the ignition is turned on.

ENERGY . Piaggio NRG Power DD looks cool: a perky white and red color scheme, “racing” number 1 on the sides, “crystal” optics of two headlights, an evil radiator grille above them, turn signals implanted into the plastic of the fairing, and the windshield give rise to no less than sportbike associations, than Malaguti. True, here, in our subjective but unanimous opinion, there are more features characteristic of the Japanese design school.

The rear brake with a two-piston caliper works great.

There is not much living space for the pilot's legs, but still more than that of the opponent - the knees of the mentioned test editor are more at ease here. But the situation with the place for feet is worse. The pole is divided into two parts by a massive tunnel, so this scooter cannot be called a “stool” in the full sense of the word. An unusual layout touch: the gas tank filler neck is not located as usual - under the saddle, but at the base of the front shield, at the driver’s feet. The neck cover is locked with a key and generally looks “motorcycle-like” - another five points of coolness to the piggy bank, and the gas tank located in the floor lowers the center of gravity... But in reality this is nothing more than a design refinement: it is inconvenient to use such a design. Just industrial gymnastics: do it once - we bend almost to the ground to open the lid with the key, two - we straighten up, put the lid removed from the neck on the seat along with the protruding key, three - we bend down again to the neck with the refueling nozzle, four - we return to the original position, five - repeat the tilt and close the lid. It is very likely that you will have to do “six” more to wipe off the drops of gasoline that have fallen from the gun. And if you take into account that the volume of the Piaggio ban is noticeably smaller than the Malaguti, the “racing unit” will have to make pit stops much more often.

For city driving, an inverted fork without hydraulics is quite enough. And nothing will leak!

The Piaggio saddle surprises with its dimensions. A “bench” of such width would look natural on a liter cruiser! But, it should be noted, the seat is quite comfortable. Like the opponent, the saddle is quite rigid and, due to its size, provides plenty of room to move the body in all four directions. Keeping up with the Malaguti, the NRG also has passenger space. True, here it is completely symbolic, but for the legs of the second number there are full-fledged motorcycle folding footrests, which, by the way, are very convenient for the pilot to lean on in a sports position. It is the full-fledged running boards that allow you to truly hang in turns.

The Piaggio's dashboard is more conservative. Analogue tachometer - with the usual arrow, the rest of the information is displayed on the LCD display. And there are no surprises here: speed, total and daily mileage, remaining fuel and coolant temperature. There is also a row of warning lights. Everything is quite simple, but at the same time stylish.

With control panels, there are no surprises at all. Everything is “just by the book.” Functionally, Piaggio differs from its competitor only in the presence of full-fledged head optics with low and high beams, each with a separate headlight. And the arrangement of switches and buttons is such that anyone who has ever sat behind the wheel of a scooter will not miss it even with their eyes closed.

NOSR TO NOZL . When describing the behavior of both scooters in city traffic, I don’t want to resort to hackneyed cliches - “nimble as a mouse”, “will fit even through the eye of a needle” and the like... Both devices allow you to clear the most terrible traffic jams and do it with five points. True, it was in the slalom between crawling and standing cars that it turned out that the centrifugal clutch on both scooters engaged a little later than we would like. The delay in response to the throttle is sometimes unpleasantly surprising, but note that this drawback can easily be eliminated by installing lighter weights in the variator, so we will not classify it as a significant disadvantage. Otherwise, the scooters behave similarly in street traffic, because both the base and fork geometry are almost identical.

Both manufacturers, as well as many others, under the pressure of European legislation, stubbornly suppress data on power and torque. But we can assume with a certain degree of probability that the engine power is in the range of 5-6.5 hp. Both are carbureted two-stroke engines, but are equipped with a catalytic converter and comply with Euro 2 standards. Again, for the sake of legal requirements, manufacturers are forced to tear off a noticeable chunk of power, so by installing a tuning saxophone pipe at the exhaust, you can squeeze another horsepower or one and a half out of the engine without particularly deep tuning. Both devices hide a number of “chokers” in the depths of the power units, and in the untouched version they deliver the promised measly 50-55 km/h. But by removing the restrictors (by the way, they are all mechanical, no “electronic collars”), the “zhuzhiki” managed to speed up to 75-80 km/h according to the speedometer, and that’s already something!

The Malaguti avionics look cool, but readability is a bit lacking.

To fully reveal all the peculiarities of the behavior of the “Italians,” we rolled them out onto the surface of a karting track. In acceleration dynamics, the Malaguti showed a small but clear advantage. Apparently, the “extra” 6 kg of weight of the Piaggio and its attachments are making themselves felt: the cooling system pump takes away, although insignificant, some of the power. Although the difference in speed gain is so minimal that here we can safely give both test participants the same “good” rating. Unfortunately, it’s not “excellent”: the thoughtful settings of the variators and exhaust neutralizers do not allow the “Italians” to stand on a par with the “Japanese” without any environmental bells and whistles.

Piaggio presented a surprise in the “braking” part of the test. No, the overall efficiency of the scooter’s brakes is sufficient, but the features of the distribution of braking forces have raised questions. It is known that when braking, the main load falls on the front wheel, which is why the front brake of any motorcycle, scooter and even a car is always made more productive. Here, for some reason, a simple single-piston caliper is installed on the front disc (by the way, with a quite impressive diameter of 220 mm), while at the rear there is a quite decent two-piston caliper. Although logically it should be the other way around! But, since miracles do not happen, the result is quite expected: it is almost impossible to lock the front wheel, but the rear one draws black stripes on the asphalt from a very small effort of two fingers on the lever.

Multi-colored buttons look elegant and fit comfortably under your fingers.

Malaguti took a more orthodox approach to this issue. The front brake, with a smaller diameter (190 mm) petal disc, but equipped with a Grimeca two-piston caliper, proved to be more in line with its sporting roots and, after a little adjustment, even allowed the scooter to be sent into a light stoppie. The creators of Malaguti decided to save money on the opposite side by making the rear brake a drum brake, with a mechanical drive. Of course, the design has been perfected over years of production, but you can’t expect anything supernatural from it. The brake clearly lacks efficiency, and the cable drive does not provide the desired level of information on the lever, so in real life it can only be used in conjunction with a more powerful front one. So, the score is 1:1 on brakes.

The benefits of the fork's hydraulic shock absorption only become noticeable on the track.

The issue of controllability turned out to be one of the most difficult. Minimal differences in geometry, tire sizes and weight practically erase that fine line beyond which the behavior of the devices can be called the same, but it still exists. And it hides in the front forks. At first glance, the famous Paioli installed on the Malaguti is on a par with the nameless, but inverted Piaggio, and only after a rather lengthy ironing of the track did we discover the difference. Moreover, it manifests itself only at high speeds and in very deep slopes on turns. The Piaggio shows a little more nervousness in corners, especially on rough tarmac. Having studied the forks of both scooters in detail, we found out that the Piaggio “upside-down” is completely devoid of hydraulic shock absorbers. Wow savings! And this is in a scooter costing under 3 thousand euros. The latest discovery was perhaps the most surprising of all. But, in fairness, we note that in urban mode - with bumps, speed bumps and other potholes - both devices performed excellently. Even after many hours of driving around the city and surrounding highways, the body does not begin to ache and require a break. The cars are very comfortable, and only a very experienced scooter rider will notice the difference in handling. So the lack of hydraulics in the NRG fork can only be considered a disadvantage if the device actually participates in racing. And in everyday life this is, perhaps, an advantage - the plug will never leak, because there is nothing to leak! (Although the assembly grease has already stained the feathers.)

It's hard to expect more from a drum brake; The design is proven, but not effective enough.

Returning to track driving, let’s say that the “Italians” have more than enough reserve of chassis rigidity, and the handling is such that each of them happily and willingly rolls into turns, even to the point of scraping the bottom plastic on the asphalt. Driving laps around the track in any of these perky little buggies is a pleasure! I wish I could add 5-7 more power to the engines and do some magic with the transmission... But that’s a completely different story.

In paired tests, it is customary to shout hurray to the winner and console the loser - they say that he is actually not so bad and is even better in some ways. Only we won’t do this - for the reason that both scooters really go neck and neck. If somewhere one gets ahead, then in another indicator he loses by the same amount. And absolutely certainly, both have such charm and individuality that not a single “Japanese” could even dream of. Although the “Italians”, as always, are true to themselves: the main thing is style, and everything else is at least one step behind. But, having once tried Piaggio NRG and Malaguti Phantom, you no longer want to change them.

The petal disc with a two-piston caliper both looks cool and works well.

PS After much debate on the track and in the locker room, the authors still gave their, exclusively subjective, preference to Malaguti. For the “1098” nameplate on board...

Piaggio NRG provided , Malaguti Phantom F12R - , equipment was provided by Moto.Ru Store, the track part of the test and photography were carried out at the Mayan karting track.

PIAGGIO NRG POWER DD is a bright, memorable device that is not afraid of the race track. Pros: spacious workspace with excellent ergonomics. Cons: weak front brake, fork without hydraulics.

MALAGUTI PHANTOM F12R is a great city scooter with great racing potential. Pros: excellent design, excellent handling. Cons: poor lighting, sluggish rear brake.

Malaguti4

The layout is unusual, but reads well.
The layout is unusual, but reads well.

Thanks to the relatively large 14-inch wheels for a scooter and soft shock absorbers, most irregularities are not transmitted to the “fifth point,” and the fork from the famous manufacturer Paioli handles the road surface without jolting the steering wheel. And in general, vibrations are alien to the Madison - you practically don’t feel them even from a single-cylinder engine (and this despite the absence of a balance shaft). What else is needed to move comfortably in space? However, vibrations can be detected - in one single place and case: at high speed, the extensive windshield begins to rattle - this is due to insufficient rigidity.

Malaguti5

The location of all the buttons is standard, the keys are multi-colored - you won’t get confused.
The location of all the buttons is standard, the keys are multi-colored - you won’t get confused.

The huge fixed windshield is confusing at first: after a motorcycle on which nothing prevents you from visually monitoring the front dimensions, it takes some getting used to. But, once you get used to it, you begin to lean into turns until the center stand clicks, fortunately the scooter steers very easily and shifts in S-shaped links. And the large base provides stability and comfort on the straights.

Malaguti7

The Paioli fork and Grimeca brace are decent components and work great.
The Paioli fork and Grimeca brace are decent components and work great.

The controls do not require getting used to - everything is thought out and is in its place. The remote controls are familiar and fully functional, and the multi-colored keys will prevent you from getting confused. The tidy is also good: four circles, dominated by a large speedometer marked in miles and kilometers, are pleasing to the eye. The fuel gauge, which was a little annoying with its inconspicuousness on the “younger” Malaguti (“Moto”, No. 7–2009), is full-size here, with an analogue scale. In addition, a warning lamp will remind you of low fuel. Nearby there is an analog engine temperature indicator, which allows you to control the thermal conditions of the engine in metropolitan traffic jams - the size of the scooter does not allow it to “embroider” between rows as successfully as its small-capacity brothers. Well, the digital display will show all the other information - from the daily mileage and lap time to the clock and engine speed.

Malaguti motorcycles

Characteristics of “Malaguti 125 YLC (1989)”

Characteristics of “Malaguti A2 Phantom 50 (2005)”

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Characteristics of “Malaguti Ciak Master 200 (2007)”

Characteristics of “Malaguti Ciak Master 50 (2009)”

Characteristics of “Malaguti Ciak Master 50 4T (2007)”

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Characteristics of the “Malaguti Drakon NKD 50 Ducati Corse (2006)”

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Characteristics of “Malaguti F10 50 (2010)”

Characteristics of “Malaguti F10 Jet Line Wap (2007)”

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Characteristics of “Malaguti F15 Firefox Mechatronic (2007)”

Malaguti8

There is also a Grimeca brace at the rear - when braking, it’s worth looking behind you to check the distance.
There is also a Grimeca brace at the rear - when braking, it’s worth looking behind you to check the distance.

As I already mentioned, the scooter’s habitat is country roads. But if you travel very far, it is better to choose among more solid devices. On the Malaguti Madison, the trunk and seat capacity are present, but their functionality leaves much to be desired - literally and figuratively. All my attempts to stuff at least one helmet (and not even an integral, but a “three-quarter” helmet) into the “toilet” under the seat ended in failure. Although the sticker under the saddle clearly hints that two helmets should still fit. Maybe there's something wrong with my head? The plastic trunk doesn't inspire confidence either. The glove box doesn't lock, and fitting full-size motorcycle gloves into it is a challenge. But there is a “standard” content - it contains a fuse box. However, a package of documents, a raincoat and the necessary small items are stuffed into the containers of the scooter at a time.

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