Piaggio MP3 530 HPE Exclusive First Ride

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Want some real front footprint? Then you owe it to yourself to experience a Piaggio MP3. The new 530 Exclusive is the latest model. (Piaggio/)

It’s a cold, typically German day in Berlin, November 2014, and we’re riding the then new and revolutionary Piaggio MP3 500 on Unter den Linden, the beautiful stone-paved boulevard running east/west through the city. The road surface is glittering from a mix of rain and snow, and the smooth, wet pavement does not promise much grip… Yet the incredible Piaggio three-wheeler returns very solid, precise response and feedback from its tilting from wheels. In the distance ahead, a brave Berliner proceeds smoothly and smartly on his BMW R1100GS. It only takes two roundabouts to grab his tail and pass him on the outside—that’s how safe the MP3 500 feels on the wet and slippery pavement.

The MP3 debuted in 2006 as a 250, Piaggio’s largest engine at the time. Although the machine (is it proper to call a three-wheeler a “bike”? A “trike” doesn’t seem right in this application either) was definitely underpowered in relation to its size and mass, it was an absolute revolution with its independent front suspension(s) joined to a steering system that allowed the twin front wheels to tilt into corners. The double-arm leading-link front suspension was completely sorted out in terms of camber, caster, and toe, and it returned a very precise straight-line feeling and very accurate tracking when leaned into corners.

Others have attempted the leaning three-wheeler, but Piaggio has it dialed in with the MP3. (Piaggio/)

The MP3 Resets the Standards

From the start, the MP3 inspired great confidence, even for totally inexperienced riders. Simply put, it radically reset scooter safety standards, opening up the svelte urban commuter class even to chronic soft-seat motorists who would never think of riding anything that needed to be leaned around corners.

Public response has varied from market to market, with France leading by a solid margin. The MP3′s popularity there reached a high mark when gossip-media paparazzi caught the then president of the republic, François Hollande, sneaking out from his official residence aboard a Piaggio MP3 for a liaison with his secret girlfriend—an informed transportation choice given the poorly paved Parisian streets.

The MP3′s front suspension is a combination of scooter, motorcycle, automobile, and pure innovation. Picking a line is different than with a conventional two-wheeler, but the front-end security—especially on poor surfaces—is admirable. (Piaggio/)

Throughout the years the MP3 grew in displacement and sophistication, but always kept a basic, more compact version in its range. Called the Urban, was also the most affordable model. Powered by the 250cc Piaggio SOHC four-stroke single, it grew to its present 300 HPE standard, delivering 26 hp and 19.2 lb.-ft. of peak torque.

Style Upgrades and More

For 2023, the upper-displacement MP3 models have been vastly restyled and upgraded. They now come in the very efficient 400 HPE/HPE Sport version and our test vehicle, the new 530 HPE Exclusive. The two are basically identical in terms of styling and layout, with the principal difference in their respective electronic suites. The 530 is the only model available in the US.

From a dimensional point of view, the 2023 MP3 evolves to offer improved passenger comfort, especially two-up. While the wheelbase has fractionally increased to 61.0 inches, the handlebar has been repositioned to offer an easier reach: 10mm up and 10mm back, and the floorboards are now 20mm lower as well. It all results in a more relaxed riding posture that goes with the top model’s new mission. Given their higher power levels and more-protective front bodywork and windscreen, medium-range touring is now a possibility in addition to the traditional city commuting. To that point there’s also a new, more accurately contoured seat that’s longer to more comfortably accommodate a passenger.

The MP3 offers excellent weather protection, in part thanks to the wide bodywork afforded by the unique front suspension’s width. (Piaggio/)

To improve the front end’s dynamic response, the radiator has moved lower and closer to the front wheels. That in turn gave the stylists a free hand to redesign the front leg shield, making it more aerodynamic and visually aggressive—maybe a little too aggressive in this rider’s opinion.

The tilting front suspension components are more structurally rigid, an appropriate improvement in view of the extra power and torque generated by the two power units. The liquid-cooled 400 HPE (High Performance Engine) is an SOHC four-valve single evolved from the 350 HPE, a powerplant regarded as one of the most refined engines in the class. In the present larger displacement, the engine remains outstanding in terms of efficiency, reliability, and solid performance, delivering a claimed 35.5 hp at 7,500 rpm and 27.8 lb.-ft. peak torque at 5,750 rpm.

Engine Updates

The 2023 engine underwent meaningful refinement to improve its efficiency and maintain its power and torque levels while conforming to more stringent Euro 5 emissions standards. Particularly relevant is a longer yet lighter connecting rod: Improving the stoke-to-con-rod length ratio helps make the engine run smoother by reducing the secondary imbalance typical of a four-stroke single. In addition Piaggio engineers “cleaned” the combustion-chamber profile to further improve combustion efficiency. Crankcase pumping losses are almost completely canceled thanks to an exclusive positive crankcase ventilation technology developed by the Piaggio R&D team.

The 400 engine is very compact and light for its class, and also features a most advanced CVT transmission. Rather than the customary centrifugal dry clutch most CVTs use, here we have a multi-disc clutch setup running in an oil bath, and the whole affair is much smoother.

Also fitting with the GT scooter concept, the MP3 offers excellent integrated storage under the seat. (Piaggio/)

The top-of-the-line 530 HPE engine evolved from the well-known 500 HPE, enlarged from its previous 493cc displacement to 530cc. This is not a new engine, but this latest version shows positive improvements, even though this design belongs to the previous generation and is neither as light nor as compact as the 400 HPE. The extra cubes come from a bore increase (from 94mm to a massive 97.5mm), while stroke remains unchanged at 71mm. A desire to deliver as much power as the previous 493cc unit while complying with Euro 5 emission standards lies behind the displacement bump. The engine’s 44.2 hp now comes at 7,250 rpm while the previous 493cc unit had to work harder, needing 7,750 rpm to deliver the same power. The additional displacement, though, pays extra dividend in terms of peak torque, which has grown from 35 lb.-ft. at 5,500 rpm to 36.8 lb.-ft. at 5,250 rpm.

As with the smaller engine, the combustion chamber in this liquid-cooled SOHC four-valve single has a more refined profile, and there’s also a larger catalytic converter and a new and more powerful ECU. This version of the CVT transmission still uses a centrifugal dry clutch, but here it also includes a reverse gear. To make reverse operations safer—or for those too lazy to turn their head and look back—a camera now provides a clear view of what is behind on the new 7-inch TFT instrumentation screen.

Road Testing the MP3

As with that first ride in Berlin, late November and early December in Lombardy offer the perfect environmental conditions to appreciate the additional safety margins the Piaggio MP3 chassis ensures—in other words, the weather here sucks. Temperatures are barely above freezing, and the fog is thick enough to lay down a tricky layer of condensate on the roads. Our test unit was Piaggio’s MP3 530 HPE Exclusive in full trim and with heated grips, an appreciated option this time of the year, though the fairing profile generally means that even at 41 degrees Fahrenheit only a pair of lightly padded gloves are called for.

Parking the MP3

This latest MP3 530 Exclusive feels heavy the moment you unlock the front suspension units from their frozen vertical “parked” position. If the suspension is left unlocked, the system keeps trying to reach a stable condition and keeps “pumping” the shock absorbers, even if the MP3 is on its centerstand. This can drain the battery, which in turn causes the starting system and the whole electronic package to function poorly, or not at all. The cure is simple: A switch on the right grip actuates the locking system, and a hand-actuated parking brake keeps the MP3 from rolling on a grade. The steering still works even with the front suspension locked, so pushing the MP3 by hand for final maneuvering is dead easy.

The silver lever in the center is part of the MP3′s parking brake system, a necessity due to the no-shift CVT transmission. (Piaggio/)

The seat is wide, comfortable, and set 31.1 inches above the ground, so it’s a snap to flat-foot it when stopped. This is a definite plus, because in both versions the MP3 weighs more than 440 pounds, and you’ll feel it when balancing it while standing.

Our MP3 offered three power response settings: Eco, Comfort, and Sport. With it set in Sport the throttle is smooth, takeoff is precise, and there’s no hesitation thanks to the very efficient CVT transmission. The revised big-bore single progresses easily to past 60 mph with minimal vibration and good wind comfort, only a little of turbulence on the tip of the shoulders. Past 60 mph and up to the top speed of 77 mph the acceleration is less vivid, and up there fuel consumption clearly greater than the official 59 mpg of the homologation tests. But cruising at 60–65 mph is pleasant and adequate even on a highway trip.

The GT Scooter Concept

Piaggio calls the new MP3 530 a GT Scooter, and this seems appropriate. The large underseat storage compartment will accommodate two helmets. The straight-line stability is very good, and the steering proved very precise when leaning into corners, with just a touch of understeering that can be easily countered given the extra grip. (This tendency to understeer is more perceivable when maneuvering at very low speed.) In slippery conditions the MP3 proved both agile and surefooted.

As we’ve seen with many other Italian motorcycles, the MP3 fully integrates with the rider’s phone. The large instrument display also functions as a video panel and a monitor for the backup camera. (Piaggio/)

Hand levers actuate the twin front discs, while a floor pedal calls all three discs into action. A complaint: The pedal is located very awkwardly, too close to the front cowl. A rider instinctively applies most of the foot pressure to the cowl rather than to the pedal, with obvious embarrassment. Definitely room for ergonomic improvement here.

On the other hand, the MP3 530 Exclusive is equipped with a full suite of electronics that include ABS, traction control, and a really excellent instrument monitor that, as previously mentioned, functions as a video screen when choosing reverse. In addition, back and front sensors assist in tight parking conditions.

The 7-inch TFT instrumentation screen functions as the control and connection center for Piaggio’s MIA connectivity system. This is one of the most powerful in production, and includes what Piaggio calls ARAS—Advanced Rider Assistance System—based on a sophisticated 4D imaging radar platform that provides blind-spot and lane-changing warning.

Features like this make Piaggio’s classification of the new MP3 530 Exclusive really define what a GT scooter should be. It’s got more comfort, is sure-footed in the worst conditions, and gets solid fuel economy. Oh, and you can pass those adventure-tourers on the outside in the rain.

Piaggio MP3 530 HPE Exclusive Specifications

MSRP:	$11,999
Engine:	SOHC, liquid-cooled single; 4 valves
Displacement:	530cc
Bore x Stroke:	97.5 x 71.0mm
Transmission/Final Drive:	CVT/belt
Claimed Horsepower:	44.2 hp @ 7,250 rpm
Claimed Torque:	36.9 lb.-ft. @ 5,250 rpm
Fuel System:	Electronic fuel injection
Clutch:	Centrifugal dry clutch
Engine Management/Ignition:	Electronic w/ inductive exhaust and variable advance integrated in the injection CPU
Frame:	Double cradle tubular steel
Front Suspension:	Articulated quadrilateral; electrohydraulic suspension blocking system; 3.3 in. travel
Rear Suspension:	Dual gas shock w/ continuous spring preload adjustment; 4.3 in. travel
Front Brake:	Dual 258mm discs w/ ABS
Rear Brake:	240mm disc w/ ABS
Wheels, Front/Rear:	Aluminum alloy; 13 x 3.0 in. / 14 x 4.5 in.
Tires, Front/Rear:	110/70-13 / 140/70-14
Wheelbase:	61.0 in.
Seat Height:	31.1 in.
Fuel Capacity:	3.6 gal.
Claimed Wet Weight:	617 lb.
Contact:	piaggio.com

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