Italian Scooters

Conceived as basic, reasonable transport for crippled post-WWII Italy, the 1st Vespa with its pressed steel monocoque body and protecting leg shield was a triumph.

Follow-ups were bigger and stronger, and shortly drew worldwide commend. Today’s clean-running Vespas differ considerably from the hazy two-strokes of the past ; thrust now comes from fuel-injected four-strokes supplied with catalytic converters. Styling remains principally true to the shapely original.

Priciest Vespa to date, the $6199 GTS 300 Super runs on the same liquid-cooled, sohc, four-valve Single that powers the $200-less-costly GTS two hundred and fifty.

There’s one vital distinction : A 3mm bigger bore accompanied by a 3mm longer stroke bumps displacement from 244cc to 278cc. While claimed top torque is only a touch higher ( 16.5 foot-pounds vs 14.9 ), it comes at 5000 revs per minute versus 6500 for the two hundred and fifty. Other differences : rather than the 250’s semi-digital dash, the Super has a faster, totally analogue design with an enormous, easily read speedometer, fuel and temperature gauges, and an odometer. The locking glovebox remains, but the folding bags rack is gone ; a chromed passenger grab handle takes its place. Further differentiating the 2 models from one another is a vent in the right-side engine cover, homage to early air-cooled models. On the road, the claimed 326-pound Super flat goes. Acceleration is fast, and joining with traffic is simple, even on busy freeways. Ride quality and stability ( indicated top speed is more than eighty miles per hour ) is glorious for a stubby machine with short-travel suspension and 12-inch wheels. Tubeless Pirellis in 120 / seventy front and 130 / seventy rear sizes grip sufficiently well to ground the centerstand taste in left-handers. Hydraulically induced disc brakes ( the right handlebar-mounted lever controls the front brake ; the left lever handles the rear ) provide smooth, sure stops. Unlike many scooters, the Super welcomes six-footers. There’s knee room aplenty, and the thickly padded two-place seat is cosy for rider and passenger alike. Giant , widely set mirrors offer vibration-free rearward perspectives. A removable plastic underseat bin swallows plenty of stuff, shamefully just not a full-face helmet. Passenger footpegs swing out from the body when required. Criticisms? Gassing up can be sloppy. The cap for the tank is found under the seat, and the filler tube is narrow and black as night, making topping off a making a guess game, especially after dark. A clear filler would help.

A drop or 2 of Premium on your boots aside, two-wheel urban transport does not get much more user-friendlyor funthan the GTS three hundred Super.