Fast Answer for Busy Riders ⚡ (TL;DR)
The MIA FOUR X2 (4x2) is the overall winner here: it simply delivers a safer, calmer, yet ridiculously capable ride that feels closer to a tiny, tilting ATV than a scooter, and it changes how relaxed you feel at speed and on bad roads. If you want maximum stability, comfort, off-road confidence, and a genuine car-replacement vibe, this is the one to aim for.
The Apollo Phantom V2 52V still makes sense if you want a more traditional, narrower two-wheeler with strong performance, plush suspension, and far better pricing - especially if you mostly ride tarmac, have to store it in smaller spaces, or just can't stretch to the MIA's budget. Think of the MIA as the "no-compromise safety and comfort machine" and the Phantom as the "sensible hot-hatch commuter".
But the story gets much more interesting once you look at build, comfort, value, and how each scooter actually feels after a long day of riding - so it's worth diving into the details.
There are scooters you step onto and instantly recognise as "more of the same", just faster or shinier. And then there are the weirdos - the machines that force you to rethink what a scooter even is. The MIA FOUR X2 sits squarely in that second camp, a four-wheeled, tilting, double-wishbone contraption that looks like it escaped from a robotics lab. The Apollo Phantom V2 52V, by contrast, is the poster child of the modern high-performance commuter: dual motors, plush suspension, bright display, a familiar-but-refined package.
On paper they both target the serious rider who wants real speed, proper suspension, and daily usability. In reality, they approach that mission from opposite philosophies. The Phantom is a fast, sophisticated evolution of the classic scooter formula. The MIA is a quiet revolution in geometry, stability and rider confidence - a scooter you choose because you're done gambling with grip and potholes.
If you're torn between the two, the key question isn't "which is faster?" - it's "how much do I value peace of mind, and how extreme is my everyday terrain?" Let's unpack that.
Who Are These For, and Why Compare Them?
Both of these machines live in the "serious money, serious scooter" bracket - the point where you stop comparing them to rentals and start comparing them to small motorbikes or a second car. They're aimed at riders who want more than a toy: real speed, real range, and hardware that doesn't fold in half the first time it meets a tram track.
The Apollo Phantom V2 52V is a high-performance two-wheeler for the power commuter: riders doing medium-to-long urban or suburban trips, mostly on tarmac and bike lanes, who want strong acceleration, decent range and a cushy ride, without entering the lunatic world of 40-kg racing monsters. It's the "sports saloon" of scooters: fast enough to be fun, still manageable day to day.
The MIA FOUR X2 (4x2) is from another planet. This is for people who treat bad infrastructure, gravel, cobbles, wet leaves and off-road shortcuts as a daily reality, not a rare nuisance. It's for heavier riders, older riders, safety-first riders, or frankly anyone who has already had one unpleasant crash on a skinny two-wheeler and isn't keen on repeating it. This is a new category: a tilting four-wheel micro-ATV in scooter form.
Why compare them? Because they often show up on the same shortlists: both cost car-level money over time, both are pitched as "car replacement" machines, and both are sold to riders who've gone well beyond their first scooter and are looking for something that actually fixes the problems they've discovered along the way.
Design & Build Quality
Hold the Phantom V2 in your hands and the first impression is: "proper vehicle". The frame is beefy aluminium, the stem clamp looks like it was designed by someone who hates wobble, and the all-black with orange accents styling gives it a purposeful, almost automotive feel. The deck rubber is grippy and easy to clean, the cockpit with its big Hex display feels like it belongs on a premium product rather than a catalogue rebrand.
The MIA FOUR X2, meanwhile, looks like the Phantom's feral cousin who grew up in the desert and studied mechanical engineering for fun. Exposed double wishbones, huge wheels, a wide stance - it's less "scooter" and more "scale model of an off-road racing buggy". The chassis uses a mix of reinforced polymers and metal, and every visual cue screams overbuild: the sort of thing you'd expect to see testing prototype tyres for a tyre company, not parked outside a bakery.
From a tactile point of view, the Phantom feels solid but familiar. Everything is where you expect it to be: stem, deck, single front wheel, normal bars. Nothing flexes badly, the cockpit is well put together, and there's a satisfying lack of rattles if it's properly dialled in. But put it next to the MIA and you can see the design philosophies diverge. The Phantom is an excellent refinement of the established scooter pattern. The MIA is a clean-sheet reimagining of how many wheels you actually want and what they should be doing beneath you.
Build quality? Both are good; the Phantom has improved a lot over its V1 days, particularly around the neck. But the MIA has that "industrial equipment" solidity - component choices, suspension arms, and sheer structural redundancy - that makes it feel like it's built for abuse first, cosmetics second. If you like elegant integration, the Phantom appeals. If you like visible, purposeful hardware, the MIA wins this one by a comfortable margin.
Ride Comfort & Handling
Let's start with the Phantom, because this is one of its strongest cards. On typical city asphalt, broken patches, and even nasty old cobbles, the quadruple spring suspension soaks up a surprising amount. Paired with its fat pneumatic tyres, it glides over surfaces that make cheaper scooters chatter and vibrate. You still know you've hit a manhole cover at speed, but your knees aren't filing complaints after a few kilometres. The wide handlebars and long deck also give you room to adopt a proper stance, so weight transfer under braking or acceleration feels natural.
Handling-wise, it's stable and predictable. You lean into turns as with any scooter, the chassis follows, and the suspension copes well with mid-corner bumps. At speed, it has that "big scooter" planted feel: not razor sharp like a ultra-light commuter, but reassuring. If you spend your life on tarmac, you could happily ride the Phantom all day without hating your joints.
Then you step on the MIA FOUR X2 and discover what "plush" really means. The combination of huge tyres and proper double wishbone suspension front and rear borders on ridiculous. Where the Phantom smooths things out, the MIA often erases them. Loose gravel, brick edges, the sharp lip of a driveway - things that would make a conventional scooter judder or skip a little just get swallowed. It's that rare machine where you suddenly realise you've stopped scanning for every crack in the road; the chassis can finally do the worrying for you.
Handling is where it gets truly interesting. Because it tilts, you ride it like a normal scooter: you lean, it leans. But there are four contact patches instead of two, and each wheel has its own suspension geometry managing contact with the ground. This gives cornering a sort of surreal, go-kart-meets-carving-snowboard character. You can lean harder than your brain initially allows, feel all four tyres gripping, and the stability envelope stays huge. Even low-speed balance is easier: you're still actively riding it, but the quad stance calms everything down dramatically when you're creeping through tight spaces or slowing for pedestrians.
After five kilometres of broken city sidewalk, on the Phantom you'll be fine - just aware that you've been riding. On the MIA, the same distance feels like you've been cheating: more like gliding over the city than negotiating it. For pure comfort and confidence, the MIA plays in a different league.
Performance
Both scooters are properly quick; they just wear their speed differently.
The Phantom's dual motors give you a healthy shove off the line. In basic modes it's civilised - easy to meter, good for learning the machine or commuting through dense traffic without drama. Flick it into its sportier modes, especially Ludo, and it perks up considerably. You get that satisfying dual-motor surge; overtakes happen decisively, hills stop being a negotiation. Crucially, the MACH controller keeps all this feeling progressive, not like a digital catapult. You can ride briskly without needing a neurosurgeon's thumb control.
Top-end on the Phantom is well into "please wear motorcycle gear" territory. It can happily cruise at speeds that match brisk urban traffic, and it doesn't feel sketchy there provided your road surface is decent. Braking is strong, particularly if you have the hydraulic setup, and the dedicated regen paddle lets you do most of your slowing without touching the discs, which is both smooth and oddly satisfying. Hill climbs? Unless you live on the side of a mountain, you're covered.
The MIA FOUR X2, however, feels like someone strapped a small electric locomotive to a tilting chassis. The dual hub motors in their 4x2 configuration deliver acceleration that ranges from "impressive" to "eyes-widening" depending on your settings and throttle discipline. Because it's driving two wheels and has so much mechanical grip, you don't get the squirminess or wheelspin drama some powerful two-wheelers suffer from. You just get pushed - hard - and the scooter remains eerily composed.
Top speed comfortably enters the "I hope your helmet was expensive" bracket. The difference is how relaxed you feel going there. On the Phantom, at higher speeds you're aware of being on a tall, narrow machine: stable, but still a classic scooter. On the MIA, the four-wheel stance and low roll centre make it feel much more like a compact ATV. Crosswinds, surface changes, tram tracks - all the things that usually nibble at your confidence at speed fade into the background.
Braking on the MIA is frankly overkill in the best way. Big hydraulic discs and four tyres sharing the load mean you can squeeze hard without that heart-stopping moment where the rear unweights or the front starts to chatter. Hill climbs? It's not quite as absurd as an all-wheel-drive variant, but for real-world steep streets and long ramps, it has more than enough grunt; it doesn't bog down halfway up with a heavier rider on board.
If you want a more traditional, balanced performance feel - strong but civilised - the Phantom will satisfy. If you want something that hauls like a freight train and stays unflappable while doing it, the MIA is the one that makes you laugh inside your helmet.
Battery & Range
On the range front, the Phantom V2 plays the sensible commuter card. Its battery size puts it firmly in the "you can do a full day's urban riding and still have juice in reserve" bracket. In realistic mixed riding - some hills, some full-throttle bursts, riding at fun but not insane speeds - you're generally looking at a round-trip commute with margin. Ride like a saint in Eco with generous use of regen, and you stretch that nicely. Hammer it constantly in Ludo and that buffer shrinks, but for a typical power commuter it's enough that you're not waking up at night worrying about whether you plugged it in.
Charging, however, is not its strongest suit. On the stock charger, a full fill-up is an overnight affair, and then some. Yes, you can halve that if you invest in a second or faster charger, but that's extra money and one more brick to store. If you're riding a lot every day, plan your charging routine, or you'll eventually discover what "just one more ride" does to your morning.
The MIA FOUR X2 plays a different game. Its battery pack is both larger and swappable. In practice, real-world range at enthusiastic riding speeds will sit comfortably in the "proper long commute or big weekend ride" territory - comparable to or better than the Phantom once you factor in the extra capacity. Push it hard off-road or in constant high-speed runs and of course you eat into that, but you start with a healthy buffer.
The crucial difference is psychological: you can just lift the pack out and take it inside. No dragging forty-odd kilos of scooter through a stairwell just to find a plug. If you buy a second pack, range anxiety basically becomes a logistics question: where do you stash your spare, not "will I make it home". Charging time per pack is reasonable, in the classic workday or overnight time window.
In short: the Phantom gives you good, honest commuter range but wants time (or extra chargers) to refuel. The MIA offers big range and the kind of battery flexibility that, once you have it, makes fixed packs feel a bit... last decade.
Portability & Practicality
Let's be brutally honest: neither of these is something you casually throw over your shoulder. They're heavy, solid machines. The question is more: which one is "heavy but manageable" and which one is "heavy and absolutely staying on ground level"?
The Phantom V2 sits in that awkward-but-usable zone. At roughly the weight of a large dog, you can lift it into a car boot, up a few steps, or onto a train platform if you're reasonably fit and sufficiently motivated. The folding mechanism is robust; the stem locks into the deck, so at least you're not wrestling a floppy metal snake when carrying it. For riders with elevators or ground-floor access, it's entirely workable as a daily machine; you just don't want to be taking it up three flights every day. Folded, it's still a big object, but it will squeeze into many car boots and down hallways without too much negotiation.
The MIA FOUR X2 is more honest about its intentions: this is not a multi-modal toy. With noticeably more mass and a much wider footprint, it's a "roll it where it needs to go" scooter, not a "carry it heroically" one. Yes, the stem folds and it gets surprisingly flat, which is brilliant for sliding into a station wagon or van, but the basic reality remains: if stairs are in your daily routine and you don't have a garage or lift, you're going to suffer.
In terms of day-to-day practicality once it's on the ground, though, the MIA fights back hard. The wider stance actually makes parking and low-speed manoeuvres less fiddly. It behaves more like a small vehicle than an oversized toy, and it's perfectly happy gobbling up kerb cuts, dodgy gutters and gravel shortcuts on the way to the shops. The removable battery further boosts practicality: you can secure the chassis in a shed or locked yard and just take the "expensive part" inside.
The Phantom is the more traditional urban tool - just about portable, friendly to lifts and offices, decent in most car boots. The MIA is for people who can treat their scooter like a small motorbike: roll it, fold it flat when needed, but don't even pretend you're carrying it up to the fourth floor.
Safety
Safety is where the philosophical gulf between these two machines really opens up.
The Phantom V2 does a lot right for a two-wheeler. That big, bright headlight is miles better than the "angry candle" LEDs so many scooters ship with. It throws a proper beam down the road, so you can actually see the pothole before it sees you. Rear lighting and deck accents help cars notice you, and when equipped with the better brake setup, stopping power is strong and predictable. The regen paddle is a quiet star here: you can trim speed smoothly, avoid over-braking on slippery surfaces, and save your mechanical brakes for emergencies.
The chassis upgrades in V2 - especially the beefed-up neck and clamp - significantly improve high-speed stability, and the wide bars give you leverage to correct any wobbles. Add in a decent water resistance rating and you get a package that, for a conventional scooter, ticks a lot of boxes for safety-minded riders.
But at the end of the day, it's still a tall, narrow, single-track vehicle. Hit the wrong patch of oil, wet leaves or tram track at the wrong angle, and physics will happily remind you that two wheels offer very little forgiveness.
The MIA FOUR X2, by design, attacks that problem at the root. Four wheels, a long wheelbase, and a tilting chassis give you inherent stability that no two-wheel scooter can match. Hard braking doesn't pitch the chassis onto a tiny contact patch; it squats on four. Mid-corner bumps don't threaten to kick a single tyre sideways; independent suspension lets one wheel deal with the insult while the others keep doing their job. Loose gravel stops being "oh no" and becomes "oh, okay then".
The lighting is solid, the wider stance makes you visually "bigger" in traffic, and the braking hardware is serious enough to match the weight and speed. But the real safety magic is that constant feeling of margin: that sense that if something goes slightly wrong, the scooter won't immediately follow it up with something much worse. For riders with previous falls, or those with less-than-perfect balance, this is enormous.
On a good day with a skilled rider and decent road, both scooters can be ridden safely. On a bad day, in bad weather, on bad roads, the MIA's platform simply gives you more mechanical forgiveness before things go pear-shaped.
Community Feedback
| MIA FOUR X2 (4x2) | APOLLO Phantom V2 52V |
|---|---|
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Price & Value
This is where the stomach starts to knot a little. The Phantom V2 52V sits in the "painful but defensible" price range for a serious commuter scooter. You're paying more than for a generic dual-motor import, but you're getting a refined controller, thoughtful ergonomics, strong water protection, a good display and a support network that actually answers emails. As a daily car-replacement for someone doing medium-length commutes, the cost can be justified fairly easily over a couple of years of not paying for fuel, parking, or public transport.
The MIA FOUR X2, on the other hand, is an unapologetically premium buy. It costs well over double the Phantom. But you're not really just paying for "more scooter" - you're paying for a fundamentally different kind of vehicle: patented tilting geometry, complex multi-link suspension, four wheels, a removable high-quality battery system. It's more akin to buying a specialised off-road e-vehicle than "just" a scooter.
Purely on euros-per-feature, the Phantom is the better deal for most riders. For people who ride mainly on decent surfaces and don't need the quad magic, it's hard to argue otherwise. But if you absolutely prioritise stability, comfort and crash avoidance - if one more big spill would be a deal-breaker for your body or your confidence - the MIA's ticket price starts to look more like a safety investment than a luxury splurge.
Service & Parts Availability
Apollo has put serious work into being a "real" brand rather than just a name on a box. That shows when something goes wrong: they have established support channels, documentation, parts pipelines, and a vocal community willing to help. You're much less likely to end up hunting obscure brake pads on AliExpress at midnight. For a mass-market high-performance scooter, that matters a lot.
The MIA FOUR X2 lives in a smaller, more specialised ecosystem. You're dealing more with focused distributors and the manufacturer than with a globally ubiquitous brand. The upside is that the people involved tend to really know the product; this isn't just one SKU among dozens. Reports of responsive support and things like damaged seats replaced promptly are encouraging. The downside is that you can't walk into any random scooter shop and expect them to have spares on the shelf for a tilting quad with double wishbones.
If you want the comfort blanket of big-brand infrastructure and easier local servicing, the Phantom has the edge. If you're comfortable with a more boutique ownership experience - and a bit more DIY or shipping for specific parts - the MIA is still well supported, just not as universally.
Pros & Cons Summary
| MIA FOUR X2 (4x2) | APOLLO Phantom V2 52V |
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Parameters Comparison
| Parameter | MIA FOUR X2 (4x2) | APOLLO Phantom V2 52V |
|---|---|---|
| Motor power (peak) | 3.600 W dual hub (4x2) | 3.200 W peak dual motors |
| Top speed | ca. 72 km/h (limited in EU) | ca. 61 km/h (higher in Ludo) |
| Claimed range | ca. 80 km | ca. 64 km |
| Realistic range (mixed riding) | ca. 50-60 km | ca. 40-50 km |
| Battery | 60 V 25 Ah (1.500 Wh) LG, swappable | 52 V 23,4 Ah (1.217 Wh) Dynavolt |
| Weight | ca. 41,3 kg | ca. 34,9 kg |
| Brakes | Dual hydraulic discs, 140 mm | Disc brakes (mech/hydraulic) + regen |
| Suspension | Full double wishbone, front & rear | Quadruple spring suspension |
| Tyres | 14,5 inch pneumatic | 10 x 3,25 inch pneumatic tubeless |
| Max load | 136 kg | 136 kg |
| IP rating | Not officially specified | IP66 |
| Price (approx.) | 5.551 € | 2.452 € |
Final Verdict - Which Should You Choose?
Choosing between these two isn't really about specs; it's about how you ride, where you ride, and how much you're willing to invest in peace of mind.
If your daily life is a mess of broken roads, tram tracks, dodgy paving stones, gravel shortcuts and wet leaves - or if you're a heavier or older rider who simply wants the maximum margin for error - the MIA FOUR X2 is in a class of its own. It rides with an ease and stability that make other scooters feel slightly nervous by comparison. You get more comfort, more confidence, and a riding experience that feels less like surviving the city and more like gliding over it. Yes, it's expensive and heavy, but as a "forever scooter" for people who refuse to compromise on stability, it absolutely earns its place.
If, however, your riding is mostly on roads and bike lanes, you need something that can still fit into a lift, a hallway or a reasonably sized car boot, and your budget has a ceiling firmly below "tilting four-wheeler money", the Apollo Phantom V2 52V remains a very smart choice. It's quick, genuinely comfortable, refined, and well supported. As a high-performance commuter, it's one of the better-balanced packages out there - even if it can't match the MIA's otherworldly stability when conditions turn ugly.
Boiled down: if you want the most complete, confidence-inspiring riding experience and can live with the weight and price, the MIA FOUR X2 is the standout. If you want a more affordable, conventional, but still very capable power commuter, the Phantom V2 delivers plenty of thrills without quite the same demands on your wallet or storage space.
Numbers Freaks Corner
| Metric | MIA FOUR X2 (4x2) | APOLLO Phantom V2 52V |
|---|---|---|
| Price per Wh (€/Wh) | ❌ 3,70 €/Wh | ✅ 2,02 €/Wh |
| Price per km/h of top speed (€/km/h) | ❌ 77,10 €/km/h | ✅ 40,20 €/km/h |
| Weight per Wh (g/Wh) | ✅ 27,52 g/Wh | ❌ 28,68 g/Wh |
| Weight per km/h (kg/km/h) | Weight per km/h (kg/km/h)✅ 0,57 kg/km/h | ✅ 0,57 kg/km/h |
| Price per km of real-world range (€/km) | ❌ 100,93 €/km | ✅ 54,49 €/km |
| Weight per km of real-world range (kg/km) | ✅ 0,75 kg/km | ❌ 0,78 kg/km |
| Wh per km efficiency (Wh/km) | ❌ 27,27 Wh/km | ✅ 27,04 Wh/km |
| Power to max speed ratio (W/km/h) | ❌ 50,00 W/km/h | ✅ 52,46 W/km/h |
| Weight to power ratio (kg/W) | ❌ 0,0115 kg/W | ✅ 0,0109 kg/W |
| Average charging speed (W) | ✅ 272,73 W | ❌ 105,83 W |
These metrics are a purely mathematical way of comparing "how much scooter you get per euro, per kilo, per watt, and per kilometre". Price-per-Wh and price-per-km show financial efficiency. Weight-related metrics highlight how much mass you move for the performance and range you get. Wh-per-km captures electrical efficiency. Power-to-speed and weight-to-power hint at how "punchy" the scooters are for their class. Charging speed simply reflects how quickly the battery can be refilled in practice.
Author's Category Battle
| Category | MIA FOUR X2 (4x2) | APOLLO Phantom V2 52V |
|---|---|---|
| Weight | ❌ Noticeably heavier, quad chassis | ✅ Lighter, more manageable |
| Range | ✅ Bigger pack, more distance | ❌ Shorter real-world range |
| Max Speed | ✅ Faster, more headroom | ❌ Slightly lower top end |
| Power | ✅ Stronger peak shove | ❌ Less outright muscle |
| Battery Size | ✅ Larger, swappable pack | ❌ Smaller, fixed battery |
| Suspension | ✅ Double wishbone, sublime | ❌ Good, but less advanced |
| Design | ✅ Unique, industrial wow factor | ❌ More conventional sporty look |
| Safety | ✅ Four wheels, huge stability | ❌ Two wheels, less forgiving |
| Practicality | ❌ Too heavy for many stairs | ✅ Easier to store, move |
| Comfort | ✅ Rolls over almost anything | ❌ Very comfy, but less plush |
| Features | ✅ Swappable pack, quad layout | ❌ Lacks such standout extras |
| Serviceability | ❌ Complex suspension, quad bits | ✅ Simpler, more standard layout |
| Customer Support | ❌ Smaller, niche ecosystem | ✅ Established brand backing |
| Fun Factor | ✅ Carving quad, addictive feel | ❌ Fun, but more familiar |
| Build Quality | ✅ Overbuilt, tank-like chassis | ❌ Solid, but less exotic |
| Component Quality | ✅ LG cells, serious hardware | ❌ Good, but more typical |
| Brand Name | ❌ Newer, niche recognition | ✅ Strong global awareness |
| Community | ❌ Smaller, enthusiast niche | ✅ Large, active user base |
| Lights (visibility) | ✅ Wide stance, good lights | ❌ Slimmer silhouette, fewer cues |
| Lights (illumination) | ❌ Good, but not standout | ✅ Excellent stem headlight |
| Acceleration | ✅ Stronger, more relentless | ❌ Quick, but gentler |
| Arrive with smile factor | ✅ Grin every single ride | ❌ Satisfying, but less wild |
| Arrive relaxed factor | ✅ Less road scanning, calmer | ❌ More vigilance required |
| Charging speed | ✅ Faster per Wh, per pack | ❌ Slow on stock charger |
| Reliability | ❌ More moving parts to wear | ✅ Simpler, proven layout |
| Folded practicality | ❌ Wide, awkward footprint | ✅ Slimmer, easier to stash |
| Ease of transport | ❌ Too heavy for many users | ✅ Just within carryable range |
| Handling | ✅ Tilting quad, huge grip | ❌ Good, but less planted |
| Braking performance | ✅ Four tyres, big discs | ❌ Strong, but 2-wheel limits |
| Riding position | ✅ Stable, relaxed stance | ❌ More conventional scooter feel |
| Handlebar quality | ✅ Rock-solid, no wobble | ❌ Good, but not exceptional |
| Throttle response | ❌ Can feel twitchy, abrupt | ✅ Smooth, well tuned curve |
| Dashboard/Display | ❌ Functional, less advanced | ✅ Excellent Hex display |
| Security (locking) | ✅ Remove battery, lock frame | ❌ Whole scooter must be secured |
| Weather protection | ❌ Not as clearly rated | ✅ Strong IP66 protection |
| Resale value | ✅ Unique, niche desirability | ❌ More competition used |
| Tuning potential | ❌ Proprietary geometry, complex | ✅ Easier mods, common parts |
| Ease of maintenance | ❌ More linkages, more work | ✅ Simpler, known procedures |
| Value for Money | ❌ Expensive, niche proposition | ✅ Strong package for price |
Overall Winner Declaration
In the Numbers Freaks Corner, the MIA FOUR X2 (4x2) scores 4 points against the APOLLO Phantom V2 52V's 7. In the Author's Category Battle, the MIA FOUR X2 (4x2) gets 23 ✅ versus 16 ✅ for APOLLO Phantom V2 52V.
Totals: MIA FOUR X2 (4x2) scores 27, APOLLO Phantom V2 52V scores 23.
Based on the scoring, the MIA FOUR X2 (4x2) is our overall winner. If money and storage weren't an issue, the MIA FOUR X2 is the machine I'd reach for first - it simply feels like an entirely new level of stability and composure, the kind of scooter that makes rough city riding almost meditative instead of mildly terrifying. It's the one that leaves you stepping off at your destination thinking "I could happily ride another hour." The Apollo Phantom V2, though, remains a very strong, very sensible choice: it captures most of the performance and comfort you could reasonably need in a package that's easier to live with and far kinder to your bank account. In the end, the MIA is the emotional, no-compromise pick, while the Phantom is the rational one - and your heart versus your head will decide which wins.
That's our verdict when we try to stay objective – but hey, riding is mostly about emotions anyway, so pick the one that will make you look forward to your commute every single day.