Originally, scooters were designed to be affordable, thrifty, and nimble city runabouts: cheap to buy and cheap to run. But as they’ve grown in popularity, they’ve also grown in size and morphed in terms of function and design. You know scooters are evolving when a model like the Piaggio BV 500 hits the market.

With some 40 horsepower on tap and an overall length of 2.2 metres, the BV 500 is one of the biggest scooters made by Piaggio—or anybody else, for that matter—and goes beyond the concept of simple A-to-B transport. This is a stylish, versatile, and high-performance (all things considered, of course) two-wheeler that wears the uniform of a scooter but behaves in many ways like a motorcycle. Similar in intent to the Honda Silver Wing or Suzuki Burgman, but with a more upright riding position, the BV 500 looks more, er, traditionally scooterish but is definitely aimed at buyers who want a little something more.

One of its most distinguishing features is its footwear. The BV 500 features a 16-inch wheel up front and 14-incher in the rear, which is considerably larger than the 10-inchers of most conventional scooters. Many full-sized cruiser motorcycles have 16-inch rubber (if considerably wider), including Honda’s VTX 1800, Harley-Davidson’s Softails, and others, and the larger tires give the BV 500 a completely different character.

The Lowdown

Engine: 460cc SOHC single-cylinder

Transmission: One-speed constantly variable with belt drive

Horsepower: 39 horsepower at 7,250 rpm

Torque: 42.1 Newton-metres at 6250 rpm

Seat Height: 785 millimetres

Dry Weight: 198 kilograms

Price as tested: $6,850

Recommended Fuel: Regular unleaded

Alternatives: Suzuki Burgman 400, Honda Silver Wing

Positives: Surprisingly good on highway, more stable than smaller scooters

Negatives: Kind of expensive, could use a larger windscreen

For one thing, it has longer legs on the highway and is more stable at higher speeds. Freeway cruising is less adventurous with the BV 500 and, in fact, you can order hard rear side bags with it for extended touring. It also handles better than most of its smaller brethren and has a higher ground clearance. It’s still a scooter and not really designed for corner-carving, but it’s nice to have that extra bit of handling.

Power is delivered by a 460cc single that has four valves, an overhead camshaft, and electronic fuel injection. This is essentially the same power plant as Piaggio’s X9 500. It’s mated to a one-speed “twist and go” CVT transmission. Brakes are twin discs up front and a single disc in the back, and the front forks are a meaty 41 millimetres in size, with a single coil spring in back. Like most of Piaggio’s offerings, the brakes on the BV 500 are integrated, which means that both handlebar levers can be used to stop, and if you happen to be on a hill, you can hold the bike still with the left lever and twist the throttle on the right, without rolling back. Dry weight of the BV 500 is 198 kilograms, and it has a 785-millimetre seat height. Interestingly, there are two kickstands: side and centre, and the bike will not start if the side stand is deployed. However, it will start while resting on the centre stand. You also have to squeeze the right brake lever while you press the starter button before the ignition system is activated. These are all safety features and common throughout the industry.

Like most larger scooters, the seat of the BV 500 lifts up to reveal a fairly large illuminated storage area and it has a couple of cellphone-sized storage pockets in the front dash—enough altogether to carry a few groceries or some rain gear. You push the ignition key in to get at the fuel filler, which is located beneath the “floor” in the bike’s cradle. It carries 13.2 litres of regular-grade unleaded. Instrumentation consists of a fuel-and-temperature gauge and speedometer, with a couple of idiot lights for low fuel, oil pressure warning, and so on. These are all housed behind a very European-looking binnacle with a funky little windscreen. It’ll deflect some of the wind, but if you really want to stay unruffled and dry, you can order some leg covers.

For all its size, the BV 500 has managed to keep its European flair. Unlike the Silver Wing or Burgman, there is no feet-forward riding position and you sit bolt upright. Some lumbar support is offered, but in terms of riding comfort, the BV 500 probably takes a back seat to its Japanese rivals. It offers roughly the same amount of takeoff poke and reserve power and is probably a little nimbler, with better brakes, but there is really only one riding position. To my eyes, it looks a little less alien than the Honda and Suzuki and is actually priced lower. My test 2006 model had a sticker price of $6,850, and according to Piaggio, there are no significant changes planned for the ’07 BV 500. Either way, this price is well below the Silver Wing and Burgman.

If the laid-back styling of those two is what turns your crank, Piaggio’s X9 500 is probably closer to the mark. The BV 500 has many of the same characteristics, but is almost as much of a motorcycle as it is a scooter.

Almost.