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In fact, on paper the maximum performance even higher Ninja 4-5 dk Megelli of RE & zipper 250th But for maximum, Megelli about 1 Nm. In addition, the resulting torque at lower speeds than the Ninja 250R. So it’s not impossible, acceleration in the round more stable under Megelli or at least similar. Moreover Megelli weight about 17 pounds lighter than the Ninja 250R to 152 kg empty weight to achieve. Also based on the test results to Mr. Testo 250 Megelli right, complete with his Alpinestars Apparel, some time ago at the Sentul Circuit, West Java, this bike is capable of recording a top speed of around 157 km/hour. Ninja 250R is thin with a standard that can reach160 km/hour.

It’s rare that a multi-bike comparison comes out with a unanimous winner. The rest of the bikes are all so close they could tie for second-place honors, but that wouldn’t be any fun, so we assigned points for each category of handling and motor qualities and, in the end, came up with a place for every bike.
Honda came out on top due to what was generally regarded as the best designed bike. The CR looked great and the fit and finish of every piece worked without flaw. There were very few complaints about a protrusion or nuisance anywhere. The engineers spent a lot of time on this bike and it shows.
Yamaha and Suzuki delivered packages that aren’t far behind the Honda, though not quite as polished overall. On the Kawasaki, some riders complained about the side-panels and shrouds that grabbed boots, and that hurt its overall ratings in this category. The Honda barely edged out the Yamaha in this category.
In addition to winning every impromptu drag race, the scorecards regarded the CR’s motor as completely usable throughout the powerband, always able to put its abundant power to the ground. While some testers picked other motors as tops, the CR never finished outside of second-place. From novices to experts, everyone was delighted with the Honda’s motor.
The Yamaha offered up a usable powerband as well, receiving good marks for its power, though most evaluators wished for more midrange hit. The Kawasaki had monster motor in the basement but it hit hard and could be tricky to manage in slick situations. It revved through a decent midrange but then signed off abruptly, forcing the rider to shortshift.
The Suzuki received one vote for best motor, but everyone except one intermediate class tester asked for more power. They were never completely satisfied by the yellow machine’s output.
The Yamaha scored high points for a slick-shifting tranny and its adjustable perch. Only the Suzuki drew complaints, and even in the RM’s case it was only to missed shifts and what felt like a clutch that didn’t always operate as smoothly as it could. There were also a few mentions of missed shifts on the Kawasaki,but everything worked well and the shifting was never a significant point of concern.
Neither the Honda nor the Yamaha drew anything but praise for their slick shifting. The edge here goes to the Yamaha, though, for it’s adjustable lever and a smooth and easy pull.
Again, the Honda was the bike of choice. The CR was roomy and everyone from our smallest five-foot-seven-inch tester to our tallest six-foot-five-inch tester had room to move. Still, nobody thought the bike felt too stretched out or large, either. Ergos that allowed testers to get weight over the front wheel helped the RM rail tight corners.
Yamaha also came up with an excellent ergonomic package that was only held back by a few comments from the short riders about the handlebars being too tall. The Suzuki and Kawasaki fell closely behind with the most complaints being centered around the Kawi’s “cluttered” feeling. Most riders felt the pegs were too high and, even with the bar-clamp in the forward-most position, our riders felt too cramped.
Comments in this category ranged from “the best stock fork I’ve ever ridden on,” to “unstable and harsh.” The evaluators worked hard at trying to set up the forks to match their ability and the changing track conditions. Some bikes responded better than others, and the Honda came out of the crate set up almost perfectly for every rider. Hardly any clicks or fork-height adjustments needed to be made for the CR to put a smile on every face. In second place was the Yamaha which after a couple of tweaks to suit each rider’s preference, worked almost as well as the Honda.
We liked the Kawasaki’s plush overall feel but, when we opened the throttle, the front end had a tendency to ride high and push in the corners. The Suzuki, while not equipped with a bad fork, seemed excessively harsh and prone to bottoming. We couldn’t seem to click this problem away as we did on the Honda and the Yamaha.
Again, comments about the Honda were few since most everyone regarded it as very “smooth and consistent,” although our lightest (sub 150-pound) testers made comments about a stiff spring. The Yamaha was once again on the Honda’s heels with two riders preferring it because it felt “a little bit more stable. Very little kicking or deflection.” Still, the blue bike fell short by a few points since it drew a few more criticisms than the Honda for its inability to soak up choppy, pothole-infested straights.
The Honda’s rear shock was never a target for complaints. The Suzuki never felt secure or planted and drew criticism for its desire to dance over braking bumps. The consensus was that it bottomed too frequently and, after we fiddled with compression and rebound adjustments, became even more prone to hopping with only a slight decrease in bottoming-resistance. The same was said of the Kawasaki. No tester ever felt they were able to dial it in to the point where it worked acceptably.

It’s a style that must have received a warm welcome because it’s also been included on the new Vespa Super 300 as a two passenger version. There is also an optional touring seat available if you like to have more seating options (shifting toward the front or back of the seat) or would like to comfortably carry a passenger. Also on the topic of less, the price of the Vespa S is less than that of the LX 150. It was a pleasant surprise to see an MSRP of $4,099; that’s $200 less than the LX.
We we’re taken off guard when they announced the price difference, but it could be due to the LX having more metal on her than the S. The S has a plastic front fender, headset and on the upper half of the floorboard is plastic. Continuing the less is more theme, I’m pleased to see the return of the thinner leg shield as well. Unlike the others in the Vespa line-up, the Vespa S trades the bulkier glove box for a thin profile leg shield and a pair of catch-all trays.
You might not miss the removal of the locking glove box they replace because there’s a good amount of storage under the seat. I was actually able to hang my helmet on the under seat hook and store my gloves, armored jacket and reflective vest under the seat. That’s about all the storage I need to run around town. In the event that you need to haul something bigger, you can always add a luggage rack and top case accessory from Vespa, designed to match their scooter paint scheme.
A backpack is also a good option, as long as it doesn’t interfere with your riding ability. The dazzling chrome looking bits are a beautiful touch, but also one of my few complaints. When the sun was high over my shoulder, they were in such a position that they dazzled me as well. Not good when riding through busy intersections at 40 mph. My other complaint is that the seat has its own separate lock.
It cannot be unlocked from the ignition switch unlike most of her siblings. Remove the key from the ignition, unlock the seat, pull your stuff out and drop the seat. Next you put the key in the ignition and start her up realizing you forgot to put away your rented DVD. Turn the key, remove it from the ignition, and unlock the seat. Mostly an annoyance, but remember if you have more than one key on the key ring and drop the seat with the key in the seat mounted lock you stand a great chance of scratching up your paint.
So be careful. The twist and go Vespa S is running on the proven LEADER (low emissions) 150cc, 4-stroke, air cooled engine that produces 11.7 bhp at 7750 RPM. That means you’ll get a top speed of just under 60 mph and very respectable fuel economy of around 60-70 mpg. Air cooling is the norm for scooters with displacements of less than 200cc. You can usually expect a little lower torque out of an air cooled engine but the simplicity of air cooling means not having to worry about the related radiators, pumps, hoses and coolant leaks.
At 225 lbs the Vespa S is one of the lightest weight 150cc scooters available; even four pounds lighter than the 125cc Yamaha Vino. She handles well on the city streets and the 30.5″ seat height helps the rider see and be seen. She has the smallish tires (10″ rear, 11″ front) you’d expect on a Vespa, great for darting around obstacles and down crowded city streets. Braking is provided by a relatively large (8.66″) front hydraulic disc and rear drum.
The Vespa S comes with a one year factory warranty and 24-hour roadside assistance with a two year factory extended warranty available. Oh, one more thing. Vespa colors are known to have pretty limited runs, so if you see one in a color you like you should probably make your move before they discontinue it.
I’m especially fond of the new orange Vespa S. She’s the only one with orange colored stitching in the black seat; a very nice touch. Must… fight… desire to put… down… deposit. Bike Personality Profile – If this machine could have its own personality, summed up in one or two words, what would it be? The Piaggio Vespa S is an alluring machine.