It looks like a conventional scooter - albeit with a decidedly retro flavour - but lurking beneath that sheet metal space-frame is a 150 cc single cylinder engine that delivers some 11.6 horsepower at 7750 rpm, and almost eight and a half foot-pounds of torque at 6000 rpm. That may not seem like a heck of a lot, but the LX 150 only weighs 110 kilograms, which is comparable to many conventional 49 cc-powered scooters. In short, when put up against most other puddle-jumpers, the power-to-weight ratio is more than double, which means the LX 150 can actually keep up with traffic, climb hills relatively easily, carry more than one person, and even, in a pinch, use the freeway. The last two uses aren't recommended, because once you get up to 100 km/h, there isn't much reserve power left, and this is still a very small scooter and easily blown around by wind and back-drafts. But the LX 150 might hit 110 km/h if you give it enough time, and can find a tailwind. More importantly, it will return at least 4.0 L/100 km in fuel consumption, even if it's 8.6 litre fuel tank does require 91 octane or better.

This engine is used elsewhere in other Vespa and Piaggio products and has electronic ignition and a pair of overhead valves. It's also a four-stroke, which means it runs nice and clean and conforms to all EPA Environmental Protection Agency and CARB California Air Resources Board emission and noise requirements. While far from being a powerhouse, it seemed to handle my 90 kilogram-plus weight relatively easily and I actually did manage to touch 100 km/h with it.

As is the case with virtually all scooters nowadays, the LX 150 has a single-speed CVT transmission, and there are no gears to fiddle with. Brakes are a single disc up front and a mechanically-activated drum set-up in back. Both are applied via handlebar-mounted levers. Suspension is a single shock up front and a coil spring in back, and if there's one area on this scooter that will let bigger riders down, it's the suspension. I almost felt guilty going over hard bumps and train tracks and bottomed out on a fairly regular basis. Lighter riders should have no problems. Interestingly, the front wheel is slightly larger than the back 11 inches vs. 10 inches, so that helps a little.

Elsewhere, the seat pops up to reveal a fairly large storage space....enough for a helmet or some groceries. This under-seat storage bin also lifts out to give access to the engine for maintenance and so on, and there is a small glove-box sized storage space in the front fairing. There is only one way to park the LX 150; via an easily deployed centre stand, and it also comes with a funky little kick-starter at the back of the transmission case. Instrumentation is virtually nonexistent; a speedometer and fuel gauge with some idiot lights, and that's about it. But for the majority of people interested in this kind of ride, that's more than enough. It may have a "high performance" engine, but the LX 150 is strictly downtown, baby, with as much emphasis on style as getting from A to B. It is Italian, after all.

Price-wise, the LX 150 starts at $5495, which is about $1200 more than the physically identical, 49 cc LX 50. Interestingly, you can pick up a Piaggio Fly 150, which has different bodywork, but virtually the same drivetrain, for $1900 less. It looks different and lacks the Vespa mystique.....whatever that is, but according to the sales rep I spoke to at the dealership, Vespas are kind of like Harley-Davidsons, in that they tend to fetch higher prices simply because they can.

You can also order accessories with the LX 150 in the form of a leather seat, theft alarm system, windscreen, helmet, and other odds and ends.

All meant to enhance the Vespa riding experience.