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VESPA
HISTORY 1946-2012
Vespa: The origins
Founded in Genoa in 1884 by twenty-year-old
Rinaldo Piaggio, Piaggio began life as a
producer of ship fittings before expanding into
the construction of rail carriages and goods
vans, engines, trams and special truck bodies.
With World War I, Piaggio diversified into
aeronautics, a business in which it would
operate for a number of decades. It began
producing aeroplanes and seaplanes, and
acquiring new factories: in 1917 an aircraft
factory in Pisa, four years later a small plant
in Pontedera which became the heart of Piaggio’s
aeronautical production (propellers, engines and
complete aircraft, including the
state-of-the-art Piaggio P108, in passenger and
bomber versions). Before and during World War
II, Piaggio was one of Italy’s top aircraft
manufacturers. For this reason, its plants were
important military targets and the Piaggio
factories in Genoa, Finale Ligure and Pontedera
suffered severe war damage.
The 1946 invention
Immediately after the war, Rinaldo Piaggio’s
sons Enrico and Armando began the process of
re-starting industrial production. The hardest
task went to Enrico, who was responsible for the
reconstruction of the large Pontedera plant,
with the return of some of the machinery that
had been transferred to Biella in Piedmont.
Enrico Piaggio opted for a full industrial
conversion, focusing on personal mobility in a
country emerging from war. In realising his
ambition, he created a vehicle destined to
become universally famous, thanks to the
extraordinary design work of the aeronautical
engineer and inventor Corradino D’Ascanio
(1891-1981).
The birth of a
legend
The Vespa (which means “wasp” in Italian) was
the result of Enrico Piaggio’s determination to
create a low-cost product for mass consumption.
As the war drew to a close, Enrico studied every
possible solution to resume production in his
plants — starting from Biella, where a “motor
scooter” based on the small motorcycles made for
parachutists was developed. The prototype, known
as the MP 5, was nicknamed “Paperino” (the
Italian name for Donald Duck) because of its
strange shape, but Enrico Piaggio did not like
it and asked Corradino D’Ascanio to come up with
a new design.
The aeronautical engineer was not fond of
motorcycles. He found them uncomfortable and
bulky, with wheels that were difficult to change
after a puncture. Worse still, the drive chain
meant they were dirty. Through his aeronautical
experience, however, he found the answer to
every problem. To eliminate the chain, he
imagined a monocoque vehicle with direct mesh;
to make it easier to ride, he put the gear lever
on the handlebar; to simplify tyre changing,
rather than a fork he designed a supporting arm
similar to an aircraft carriage. Finally, he
developed a body that would keep the driver from
getting dirty or dishevelled. Decades before the
advent of ergonomics, the riding position of the
Vespa was designed to let the rider sit
comfortably and safely, not perched dangerously
on a high-wheel motorcycle.
Corradino D’Ascanio’s project had nothing to do
with the Paperino: his design was absolutely
original and revolutionary compared to all the
other existing means of two-wheel transport.
With the help of Mario D’Este, his trusted
draftsman, it took Corradino D’Ascanio only a
few days to fine-tune his idea and prepare the
first Vespa project, manufactured in Pontedera
in April 1946. The idea for the name came from
Enrico Piaggio. Standing in front of the MP 6
prototype, with its wide central section where
the rider sat and narrow “waist”, he exclaimed:
“Sembra una vespa!” (It looks like a wasp). And
so the Vespa was born.
The first Vespa patent
On 23 April 1946 Piaggio & C. S.p.A. filed a
patent with the Central Patents Office for
inventions, models and brand names at the
Ministry of Industry & Commerce in Florence, for
“a motor cycle with a rational complex of organs
and elements with body combined with the
mudguards and bonnet covering all the mechanical
parts”. Shortly thereafter, the Vespa made its
first public appearance, to a mixed response.
Nevertheless, Enrico Piaggio did not hesitate to
start mass production of two thousand units of
the first Vespa 98cc. The new vehicle made its
society debut at Rome’s elegant Golf Club, in
the presence of the U.S. General Stone
representing the Allied military government. The
event was filmed by the American newsreel
Movieton: Italians saw the Vespa for the first
time in the pages of Motor (24 March 1946) and
on the black and white cover of La Moto on 15
April 1946. They saw the actual vehicle at that
year’s Milan Show, where even Cardinal Schuster
stopped to take a look, intrigued by the
futuristic vehicle.
From scepticism to “miracle”
Two versions of the Vespa 98cc went on sale,
with two prices: 55,000 lira for the “normal”
version and 61,000 lira for the “luxury” version
with a few optional features including a
speedometer, side stand and stylish white-trim
tyres. Manufacturers and market experts were
divided: on one hand were people who saw the
Vespa as the realisation of a brilliant idea, on
the other the sceptics, who were soon to change
their minds.
The initial problems led Enrico Piaggio to offer
the distribution rights for the Vespa to count
Parodi, the Moto Guzzi motorcycle manufacturer,
in the hope of introducing the scooter into the
retail network of the better-known brand. Parodi
refused outright, believing the Vespa would
flop, and the scooter was therefore sold
initially through the Lancia network.
In the last months of 1947 production began to
take off, and the following year Piaggio
launched the Vespa 125, a larger model that was
soon firmly established as the successor to the
first Vespa 98.
The Vespa “miracle” had become reality, and
output grew constantly; in 1946, Piaggio put
2,484 scooters on the market. These became
10,535 the following year, and by 1948
production had reached 19,822. In 1950, when the
first German licensee also started production,
output topped 60,000 vehicles, and just three
years later 171,200 vehicles left the plants.
The birth of the scooter was also followed with
interest by the international markets, and both
the public and the press expressed curiosity and
admiration. The Times called the Vespa “a
completely Italian product, such as we have not
seen since the Roman chariot”. The tenacious
Enrico Piaggio continued to promote the Vespa
abroad, creating an extensive service network
across Europe and around the world. He
stimulated growing interest in his product with
initiatives including the foundation and spread
of the Vespa Clubs.
The Vespa became the Piaggio product par
excellence, while Enrico personally tested
prototypes and new models. His business
prospects transcended national frontiers and by
1953, thanks to his untiring efforts, there were
more than ten thousand Piaggio service points
throughout the world, including America and
Asia. Meanwhile, the world’s Vespa Clubs counted
over 50,000 members, all opposed to the
“newborn” Innocenti Lambretta. No fewer than
twenty thousand Vespa enthusiasts turned up at
the Italian Vespa Day in 1951. Riding a Vespa
was synonymous with freedom, easy exploitation
of space and even facilitated social
relationships. The new scooter had become the
symbol of a lifestyle that left its mark on the
age: in the cinema, in literature and in
advertising, the Vespa made countless
appearances as one of the most significant
symbols of a changing society.
In 1950, just four years after its debut, the
Vespa was manufactured in Germany by Hoffman-Werke
of Lintorf; the following year licensees opened
in Great Britain (Douglas of Bristol) and France
(ACMA of Paris); production began in Spain in
1953 at Moto Vespa S.A. of Madrid, founded in
1952, now Piaggio España, followed immediately
by Jette, outside Brussels. Plants opened in
Bombay and Brazil; the Vespa also reached the
USA, and its enormous popularity drew the
attention of the Reader’s Digest, which wrote a
long article about it. But that magical period
was only the beginning. Soon the Vespa was
produced in 13 countries and marketed in 114,
including Australia, South Africa (where it was
known as the “Bromponie”, or moor pony), Iran
and China. It was copied, too: on 9 June 1957,
Izvestia reported the production start-up in
Kirov, in the USSR, of the Viatka 150 cc, an
almost perfect clone of the Vespa. Piaggio had
begun very early on to extend its range into the
light transport sector. In 1948, soon after the
launch of the Vespa, production began of the Ape
(the Italian for “bee”), a three-wheeler van
derived from the scooter, whose great
versatility made it an immediate success.
Many imaginative versions of the Vespa appeared,
some from Piaggio itself, but mainly from
enthusiasts: for example, the Vespa Sidecar, or
the Vespa-Alpha of 1967, developed with
Alpha-Wallis for Dick Smart, a screen secret
agent, which could race on the road, fly, and
even be used on or under water. The French army
had several Vespa models built specially to
carry weapons and bazookas, and others that
could be parachuted together with the troops.
Even the Italian army asked Piaggio for a
parachutable scooter in 1963.
Vespa: more than 17 million scooters produced
While the Lambretta was starting to make some
progress, copies and imitations of the Vespa
appeared in their hundreds; but the unique
Piaggio scooter was set for a very long period
of success, so much so that in November 1953 the
500,000th Vespa left the production lines,
followed by the millionth scooter in June 1956.
In 1960 the Vespa passed the two million mark;
in 1970 it reached four million, and beat ten
million in 1988, making the Vespa — which has
sold over 17 million units to date — a unique
phenomenon in the motorised two-wheeler sector.
From 1946 to 1965, the year Enrico Piaggio died,
3,350,000 Vespas were manufactured in Italy
alone: one for every fifty-two inhabitants.
The Vespa boom, and the diverse business visions
of the Piaggio brothers, with Enrico
concentrating on light individual mobility in
Tuscany and Armando active in the aeronautical
business in Liguria, led the company to split.
Enrico Piaggio acquired Armando’s share in
Piaggio & C. S.p.A. on 22 February 1964, and for
his part Armando founded “Rinaldo Piaggio
Industrie Meccaniche Aeronautiche” (I.A.M.
Rinaldo Piaggio). The Vespa 50 had appeared the
previous year, 1963, following the introduction
of a law in Italy making a numberplate
obligatory on two-wheelers over 50 cc.
Being exempt from this requirement, the new
scooter was an immediate success. In Italy sales
of vehicles with numberplates decreased by 28%
cent in 1965 compared to the previous year. On
the other hand, the Vespa, with its new “50”
series, continued to prosper. The “light” Vespa
was a successful addition to the Piaggio range
and is still in production. To date more than
3,500,000 Vespa 50s have been built in different
models and versions. The Vespa ET4 50, launched
in autumn 2000 (and replaced in 2005 by the new
Vespa LX) was the first 4-stroke Vespa 50cc, and
established a record distance range of over 500
km with a full tank.
The Vespa PX, the single most successful model
in the entire history of the Vespa, is a truly
unique episode in the "two wheeler" world:
created in 1977 and still in production in the
125 and 150 cc versions, for the joy of its
faithful supporters, it has shipped more than
three million units.
In 1996, the fiftieth anniversary of the most
famous scooter in the world, the Vespa ET4 and
ET2 range was created. The ET4 was the first
Vespa in history powered by a 4-stroke engine.
There was another twist in the never-ending
story of the Vespa in 2003 with the launch of
the Granturismo 200L and 125L: with these two
models, Vespa reached unprecedented size and
power levels. In 2005 two new and very
significant products were added to the range:
the Vespa LX (50, 125 and 150), replacing the
Vespa ET (over 460,000 units sold since 1996),
and the Vespa GTS 250 i.e., which, 50 years
after the launch of the legendary Vespa GS Gran
Sport, marked a new chapter in the glorious
sporting record of the Vespa. With an advanced,
extremely powerful 250cc, four-valve,
liquid-cooled, electronic-injection engine, the
Vespa GTS deploys a superb dual-disc braking
system with optional ABS and brake servo.
In 2006 three exclusive models were presented to
celebrate Vespa’s 60th anniversary, interpreting
the original Vespa look in a modern, elegant
key. These were the Vespa GTV, Vespa LXV and
Vespa GT 60°. 2007 saw the arrival of the Vespa
S, an elegant model inspired by the lines and
models of the Seventies, presented as the heir
to the legendary 50 Special and 125 Primavera
for the new millennium. In May 2008 the Vespa
GTS 300 Super made its debut: the 145th model,
the GTS 300 Super is still the highest
performing Vespa with the largest engine ever
manufactured.
In the spring of 2012, a major engine innovation
was introduced for the LX/S small series. A
new-generation monocylinder 125/150 cc, 3-valve,
electronic-injection unit that sets new
standards with a range of 55 km on a litre of
fuel and a 30% reduction in CO2 emissions. This
cutting-edge engine, designed, developed and
produced entirely at Pontedera, will shortly be
mounted on the forthcoming Vespa 946.
Presented at the 2011 EICMA motor show in Milan,
the Vespa 946 is a window on the future style
and technology and pays tribute to its forebear,
the MP6 prototype that generated the world’s
most famous scooter, an unequalled example of
Italian style and creativity. By distilling the
essence of the features that established the
aesthetic paradigm for individual mobility and
enhancing the lines that made it famous, the
Pontedera Style Centre has projected the Vespa
into a future where citations and projections,
tradition and innovation merge together
seamlessly.
Vespa a citizen of the world: a global success
In the last few years, the Vespa has won
extraordinary commercial success. Since 2004,
when 58,000 scooters left the Pontedera factory,
production has risen to 99,000 in 2006, 122,000
in 2009 and 152,000 in 2011. With the arrival of
the LX/S and GTS/GTV families, the Vespa has
virtually tripled production in just seven
years, during which an astonishing 881,000 new
Vespa scooters have appeared on the world’s
roads.
Today more than ever, the Vespa is a global
brand, a true citizen of the world, produced at
three industrial sites: Pontedera where it has
been in production continuously since 1946, for
European and Western markets, including North
and South America; Vinh Phuc, in Vietnam, to
serve the local market and Far East; India, at
the spanking new Baramati plant which opened in
April 2012 and builds Vespa scooters for the
Indian market.
Records, sport and
rallies: around the world with the Vespa
The Vespa also has an impressive racing career.
Throughout Europe back in the Fifties, it took
part, often successfully, in regular motorcycle
races (speed and off-road), as well as in more
unusual sporting ventures.
In 1952 Frenchman Georges Monneret built an
“amphibious Vespa” for the Paris-London race and
successfully crossed the Channel on it. The
previous year Piaggio itself had built a Vespa
125cc prototype for speed racing, and set the
world speed record for a flying kilometre at an
average of 171.102 km/h.
The Vespa also scored a great success at the
1951 “International 6 Days” in Varese, winning 9
gold medals, the best of the Italian
two-wheelers. That same year saw the first of
innumerable rallies with the Vespa: an
expedition to the Congo, an incredible journey
on a scooter designed primarily to solve the
problems of urban traffic.
Giancarlo Tironi, an Italian university student,
rode to the Arctic Circle on a Vespa.
Argentina’s Carlos Velez crossed the Andes from
Buenos Aires to Santiago, Chile. Year after
year, the Vespa gained popularity among
adventure holiday enthusiasts: Italian
journalist Roberto Patrignani rode one from
Milan to Tokyo; Soren Nielsen travelled to
Greenland; James P. Owen from the USA to Tierra
del Fuego; Santiago Guillen and Antonio Veciana
from Madrid to Athens (for the occasion their
Vespa was decorated personally by Salvador Dalì
and can still be seen in the Piaggio Museum);
Wally Bergen made a grand tour of the Antilles;
the Italians Valenti and Rivadulla toured round
Spain; Miss Warral rode from London to Australia
and back; the Australian Geoff Dean took a Vespa
on a round-the-world tour.
Pierre Delliere, a sergeant in the French Air
Force, reached Saigon in 51 days from Paris,
going through Afghanistan. Swiss rider Giuseppe
Morandi rode 6,000 km, mostly across the African
desert, on a Vespa he had bought in 1948. Ennio
Carrega went from Genoa to Lappland and back in
just 12 days. Two Danish journalists, brother
and sister Erik and Elizabeth Thrane, reached
Bombay on a Vespa. And it is impossible to count
the many scooter riders from all over the world
who have made the legendary trip to the North
Cape on their Vespas.
Few people know that in 1980 two Vespa PX 200s
ridden by M. Simonot and B. Tcherniawsky reached
the finishing line of the second Paris-Dakar
rally. Four-time Le Mans 24 Hours winner Henri
Pescarolo helped the French team put together by
Jean-François Piot.
The Vespa continues to travel: in July 1992
writer and journalist Giorgio Bettinelli left
Rome on a Vespa and reached Saigon in March
1993. In 1994-95 he rode a Vespa 36,000 km from
Alaska to Tierra del Fuego. In 1995-96 he
travelled from Melbourne to Cape Town, covering
more than 52,000 km in 12 months. In 1997 he
started out from Chile to reach Tasmania three
years and eight months later, after travelling
144,000 km on his Vespa and crossing 90
countries through the Americas, Siberia, Europe,
Africa, Asia and Oceania. All in all, Bettinelli
has travelled 250,000 km on a Vespa.
Vespa, the cinema and the USA
With their smooth distinctive Vespa lines,
environment-friendly engines, disk brakes for
maximum active safety and exceptional riding
comfort, the new-generation Vespa models are now
also sold in numerous "Vespa Boutiques" in the
USA.
Having returned to the States at the end of 2000
(after exiting the market in 1985 because of new
emissions legislation targeting two-stroke
engines), the Vespa was an immediate success all
over again and in 2011 the Vespa LX/S was the
best-selling European two-wheeler in the USA.
But the Vespa isn't just a market phenomenon. It
forms part of social history. In the "Dolce
Vita" years, Vespa was a synonym for scooter,
foreign reporters described Italy as "the
country of the Vespa" and the Vespa's role in
social history, not just in Italy, is confirmed
by its presence in hundreds of films. And it's a
story that continues to be told today.
Audrey Hepburn and Gregory Peck in "Roman
Holiday" (1953) were only the first of a long
series of international actors and actresses to
be seen on the world's most famous scooter, in a
filmography that goes from “Quadrophenia” to
“American Graffiti”, from “The Talented Mr.
Ripley” to “102 Dalmatians”, not to mention
“Dear Diary” and more recent productions like
“Alfie” with Jude Law, “The Interpreter” with
Nicole Kidman, and the blockbuster
“Transformers”.
In photo shoots, films and on the set, the Vespa
has been a "travel companion" for names like
Raquel Welch, Ursula Andress, Geraldine Chaplin,
Joan Collins, Jayne Mansfield, Virna Lisi, Milla
Jovovich, Marcello Mastroianni, Charlton Heston,
John Wayne, Henry Fonda, Gary Cooper, Anthony
Perkins, Jean-Paul Belmondo, Nanni Moretti,
Sting, Antonio Banderas, Matt Damon, Gérard
Depardieu, Jude Law, Eddie Murphy, Owen Wilson
and Nicole Kidman.
The extraordinary relationship between the Vespa
and the cinema was celebrated by “The Vespa and
the Movies" exhibition, an event that traced the
fortunate alliance between the seventh art and
the world’s most famous scooter through a wealth
of iconographic material consisting of more than
200 film images (posters, set photos and actors
on Vespas). After opening at the Piaggio Museum
in Pontedera at the end of 2010, the exhibition
was successful in Turin and Taormina on the
occasion of the 2011 Nastri d'Argento film
awards and, in the autumn of the same year, it
was also shown in Russia, in St. Petersburg,
evidence of the Vespa's universal values.
1946-2012, sixty-six years of the Vespa: the
models that have made history
From the first Vespa in 1946, with its 98 cc, to
the Granturismo of 2003, the Vespa GTS 300 Super
of 2008 and the recent GTV and LXV special
series, down to the Vespa 946 which made its
debut on 8 November 2011 at the 69th EICMA
Motorcycle Show in Milan: there are more than
150 different models, versions and variations of
the Vespa – identifiable by different "chassis
codes" – manufactured by Piaggio. These vehicles
reflect the technical evolution of the world’s
most famous scooter: By the time the Vespa ET4
was launched in 1996, over 20,000 modifications
had been made to the original project and more
than 1,500 details changed.
For a product that has evolved over more than 60
years, it is difficult to pick out the most
representative Vespa scooters. Some models are
sought after by collectors because they belong
to a special series, or because they were
quickly replaced by subsequent versions, and
fetch high prices in the vintage scooter market,
which is extremely active all over the world.
Others, which were produced in larger numbers or
stayed on the market longer, are classic models
that have left their mark in the history of
two-wheeler mobility.
There is no lack of authentic technical records
in the Vespa’s history, each of which renews the
tradition of innovation so closely associated
with the evolution of the world’s best-selling
scooter. To cite only a few recent examples:
with the Vespa ET2 Injection in 1997, Piaggio
launched the first direct-injection two-stroke
engine in history, a technical first it doubled
in 2000 with the launch of the first European
50cc four-stroke engine on the Vespa ET4 50 4T.
In 2005, with the Vespa GTS, Piaggio launched
the first scooter in the world to have a 250cc
Euro 3 compatible engine with electronic
injection. Vespa also led the way in the
development of future solutions for
low/zero-impact two wheelers: with the Vespa LX
50 HyS (Hybrid Scooter) unveiled on 11 April
2006, the Piaggio Group developed the first
prototype “parallel” hybrid scooter whose two
engines—an electric motor and a 4-stroke
catalysed combustion engine—were mechanically
and electronically integrated, to supply power
simultaneously to the wheel for a winning
technical combination.
Vespa 98, 1946 - The first Vespa. It was powered
by a 98 cc engine that delivered 3.2 bhp at
4,500 rpm with a top speed of 60 km/h. It was in
production for two years: in 1946 vehicles no. 1
to no. 2,464 were produced, in 1947 no. 2,465 to
18,079. Vespa 125, 1948 - This was the first
Vespa 125 cc. In addition to the different
engine size, it differed from the 98 with the
introduction of the rear suspension; the front
suspension was also modified. Vespa 125, 1953 -
This marked the first important change to the
engine: bore, stroke and timing gear were
modified. Power output increased to 5 bhp at
5,000 rpm, and top speed to 75 km/h. The design
of the rear fairing was also new. Vespa 125 “U”,
1953 - The “Utility” version with its spartan
styling, which sold at 20,000 lire less than the
more modern 125. The headlamp appeared high up
on the handlebar for the first time in Italy (it
had already been introduced on a number of
exported models). Vespa 150 GS, 1955 - Experts
call this “the most popular, imitated and
remembered model”. There were numerous
innovations: the 150 cc engine, 4-speed gearbox,
standard long saddle, “faired”
handlebar-headlamp unit, wheels with 10” tyres.
This Vespa could reach 100 km/h. The design also
changed, with a much more aerodynamic body.
Vespa 160 GS, 1962 - This was developed to
continue the market success of the first GS,
with a completely new design. The exhaust
silencer, carburettor and suspension were also
new. The power output was 8.2 bhp at 6,500 rpm.
Vespa 150 GL, 1963 - Another new design for what
has been called “one of the best-looking Vespas
produced by Piaggio designers”. The handlebar,
trapezoid headlamp, front mudguard and
trimmed-down rear lids were all new. Vespa 50,
1964 - The first Vespa 50 cc, created in
response to the new Italian Highway Code which
made a number plate obligatory on larger
engines. Extremely versatile and reliable, the
engine featured a new layout, with the cylinder
inclined at 45° instead of lying horizontal.
This was the last design to leave Corradino
D’Ascanio’s drawing board. Vespa 180 SS, 1965 -
A new milestone in the expansion of the engine
(181.14 cc), with 10 bhp for a top speed of 105
km/h. The 180 SS (Super Sport) replaced the
glorious GS 150/160 cc. Piaggio modified the
front cowling, making it more aerodynamic, and
significantly improved comfort, handling and
road holding. Vespa 125, 1966 – Known
unofficially as the “new 125”, it featured
radical innovations in the design, frame, engine
(inclined 45°) and suspension. Vespa Super
Sprint 90, 1966 - A special series derived from
the Vespa 50/90 cc and the “new” 125, the
hold-all was positioned between the saddle and
the handlebar for a more “laid-back” riding
style. The handlebar was narrow and low, and the
streamlined mudguard and cowling were also
important departures. With an engine capacity of
only 90 cc, this model could do 93 km/h. Vespa
125 Primavera, 1968 - Together with the
subsequent PX version, it was the most durable
Vespa. It was based on the “new 125”, but with
considerable differences in the engine, which
raised the top speed by 10 km/h. Great attention
was paid to details, which included the classic,
practical bag hook. Vespa 180 Rally, 1968 - With
this new vehicle, Piaggio extended the rotary
timing fuel feed system to its entire
production. The engine was new, the front
headlamp new and more powerful, the frame,
derived from the Vespa 150 Sprint, narrower and
more aerodynamic than that of the Super Sport.
Vespa 50 Elestart, 1970 - It featured the great
novelty of electric ignition, but the design was
also completely revised and embellished compared
to the 50 Special. Vespa 200 Rally, 1972 - The
Vespa with the largest engine. This model, with
12.35 bhp at 5,700 rpm, could reach 116 km/h.
Vespa 125 Primavera ET3, 1976 - The name stood
for “Electronic 3 intake ports”, and included
important changes to the engine, which had more
power and sparkle. Even the styling was changed
from the standard Primavera (which remained in
the range). Vespa P 125 X, 1978 - The “PX”
marked a new step forward in styling (the
bodywork was completely redesigned) and
performance. The hold-all was positioned behind
the cowling. The same year the P 200 E also
appeared, which, compared with the 125 version,
could be equipped with separate lubrication and
direction indicators incorporated in the body.
Three years later the PX 150 E was launched,
with performance halfway between the two models.
Vespa PK 125, 1983 - This replaced the Vespa
Primavera (standard and ET3). The styling was
new, and the PK body was completely different
from that of previous scooters, because the
welds of the body no longer overlapped but were
integral. Vespa PK 50, 1983 - Substantially
identical to the PK 125, it appeared in two
models, PK 50 and PK 50 S, both with a 4-speed
gearbox and electronic ignition. Vespa PK 125
Automatica, 1984 - An automatic transmission was
introduced on the Vespa, perhaps the most
radical change since 1946 (at least from the
user's point of view). The presence of the
automatic transmission was emphasised by the
absence of the foot brake, replaced by the lever
on the left handlebar (with no need to control
the clutch, as it is automatic). It was also
available with automatic oil-petrol mixer and
electric ignition. The following year the Vespa
PK 50 Automatic was launched. Vespa T 5 Pole
Position, 1985 - The T 5 was the “extra-sporty”
version of the PX series. A new engine,
aluminium cylinder and 5 intake ports, as well
as a new design, particularly at the rear and
around the front headlamp which incorporated an
aggressive dome with a small Plexiglas
windscreen. A spoiler was added on the cowling.
Vespa 50 N, 1989 - The changes to the Italian
Highway Code meant that 50 cc vehicles were no
longer bound by the 1.5 bhp limit, and Piaggio
presented a new small Vespa with improved
performance (over 2 bhp at 5,000 rpm), and new,
smoother styling. Vespa ET4 125cc, 1996 - The
“new-generation Vespa” with a four-stroke
engine, launched on the 50th anniversary. In
1997 and 1998 it was the best-selling two
wheeler (including motorcycles) in Europe and
was followed by the ET2 50 cc version and in
1999 by the classic ET4 150 cc. Vespa ET4 50,
2000 - The last model of the "new generation" of
Vespas in chronological order was the ET4 50 cc,
launched in the autumn of 2000. It was the first
Vespa 50 equipped with a 4-stroke engine and,
thanks to the characteristics of its power
plant, it established an impressive range
record: more than 500 km with a full tank. Vespa
PX, 2001 - Front disc brake, close attention to
aesthetics, new colours and the return to the
"historic" Vespa logo for the timeless PX, which
exceeded the extraordinary figure of three
million units manufactured and sold in a career
spanning more than 30 years. Revamped again in
2011, today it is available in the 125 and 150
versions. The Vespa PX is an "evergreen", thanks
in part to the 4-speed handlebar shift
transmission and the possibility of installing a
side spare tyre. Vespa Granturismo 200L and
125L, 2003 – The Granturismo was the largest and
most powerful Vespa produced to date. In 200L
and 125L versions, it combined the Vespa’s
emotional appeal with state-of-the-art
technology: this was the first-ever Vespa with a
four-stroke, four-valve, liquid-cooled engine
compliant with the new Euro 2 emissions
standards, as well as 12-inch wheels and a full
disk braking system. The steel body was the
expression of an exclusive construction
philosophy. Vespa LX, 2005 - This was the return
of the small-body "vespino" model, offered
alongside the larger "vespone" for more than 40
years, in an extremely modern stylistic and
technical key. The Vespa LX replaced the
glorious Vespa ET (more than 460,000 units sold
from 1996) and, from 10 March, is available in
four modern and ecological engine sizes: 50cc
two- and four-stroke, 125 and 150cc four-stroke.
Vespa GTS 250 i.e.2005 – Fifty years after the
launch of the Vespa GS (Gran Sport), the first
sport scooter in history and still keenly sought
after by collectors and fans, the Vespa GTS 250
i.e. launched on 25 May 2005 renews the GS blend
of speed and style to become the fastest, most
powerful and most high-tech Vespa in history. In
November 2011, the Vespa GTS expanded into the
300 class with a cutting-edge powerful
four-valve, liquid-cooled engine with electronic
injection, and superb double-disk braking
system. Vespa GTV and LXV, 2006 – Developed to
celebrate an absolute legend in the world of two
wheelers, the Vespa LXV and Vespa GTV revive and
reinterpret the most distinctive elements of
1950s and 1960s styling in their form and
function. The Vespa GTV, available with 125 and
250 cc engines, stands out for its headlight
mounted on the mudguard, just like the original
1946 prototype. The Vespa LXV, offered with a
choice of 50, 125 and 150 cc engines, is
inspired by the smooth, essential lines of the
Vespas of the 1960s, and features a sleek,
minimalist look characterised by open handlebars
and a two-part seat. Vespa GT 60°, 250cc, 2006 –
This is Vespa’s gift to its fans to celebrate
its sixtieth anniversary: high-quality materials
and an exclusive finish for a unique scooter,
this model was a limited edition of just 999
units, and is destined to become one of the
milestones in Vespa’s long history. Vespa S 50
and 125, 2007 - All the character of the sporty
“Vespino” is revived in the brand new Vespa S.
This fascinating blend of styles and references
keeps the soul of the youngest and most sporting
of all Vespas alive today. The Vespa S inherits
its rigorously minimalist looks from legendary
models of the 1970s like the 50 Special and
Vespa Primavera. Vespa GTS 300 Super, 2008 – GTS
300 Super brings the exclusive elegance of the
Vespa to the over 250 class. The classic, unique
Vespa style is combined with a distinctly sporty
and modern personality, giving the clean Vespa
lines a decidedly rugged look. With its sporty
design, the Vespa GTS 300 Super embodies the
style, convenience, safety and sturdiness of the
Vespa brand.
With a state-of-the-art powerful 4-valve
liquid-cooled electronic-injection Euro3 engine,
the Vespa GTS 300 Super delivers extraordinary
elasticity and vitality to leave everyone
standing. Vespa S 50 and Vespa LX 50 4 Valve,
2009 – The new 50cc, four-stroke, four-valve
engine marks the return to a legendary engine
size in Vespa history. With new 4-valve timing,
this brand new and feisty powerplant can match
its two-stroke counterparts (at 4.35 bhp it is
the most powerful 50 cc four-stroke on the
market), yet its consumption and emissions
remain those of a typical four-stroke. With this
new engine, Vespa reconfirms a technological
supremacy that has stood for over six decades.
Vespa GTS 125 Super, 2009 – All the sporty
character of the Vespa GTS Super with an ‘eighth
of a litre’ engine: Vespa GTS 125 Super inherits
the elegant and dynamic style of the Vespa 300
Super and represents a triumphant new sporting
expression. The new electronic fuel injected
engine significantly cuts operating costs –
thanks to lower fuel consumption – and servicing
costs. The right-hand flank of the pressed steel
body – a unique feature of the Vespa since its
first appearance – is slashed with a
horizontally slatted grille: a clear homage to
some of the most stunning Vespas of the past
that lends the scooter an unequivocal sporty
touch when viewed from the side. The new
two-tone alloy wheel rims and the spring
finished in racing red contribute to the same
visual effect.
Vespa Touring – The special Touring series
introduced at EICMA 2011 dresses the mighty
Vespa GTS and the sleek Vespa LX, in homage to
the thousands of outfitted Vespas which have
ridden on roads the world over, carrying entire
generations across countries. This is a series
for people who love to travel, with an
appropriate mix of unmistakable Vespa style and
the practicality of a vehicle capable of leaving
the city behind to embark on medium-range
touring. Vespa “Vie della Moda” is a special
series standing for style, fashion and
distinction. Two models (introduced in November
2011) dedicated to the most glamorous shopping
streets, an exclusive collection of unique
pieces: Vespa GTV (300 cc) and Vespa LXV (125
cc) which, for 2012, are presented in elegant
"Etna brown", to enhance their timeless lines.
Vespa LX 3V and Vespa S 3V – In June 2012 on the
Vespa LX and Vespa S, a new engine made its
debut, justifiably considered the state of the
art in the industry and likely to be a
trendsetter with its excellent performance and
minimal consumption and emissions, delivering up
to 55km/l and cutting CO2 emissions by 30%. With
the new cutting-edge 3-valve 125-150 4T engine,
once again Piaggio led the way into the future
of engine technology. This is a monocylinder,
4-stroke, air-cooled model, with 3-valve single
overhead camshaft timing (2 intake valves, 1
exhaust valve) and electronic fuel injection,
developed and built in the Pontedera factory,
with some of the world’s most advanced R&D
centres, in order to enhance performance and cut
fuel consumption and emissions.
The Vespa Clubs
The Vespa became a legend practically as soon as
it appeared, with many enthusiasts banding
together to form the first Vespa Clubs as early
as 1946, in Italy to begin with and then abroad:
a long history of devotion to the Vespa that
led, in 2006, to the creation of the Vespa World
Club to coincide with the Vespa’s 60th
anniversary.
The development of the Vespa club movement was
closely linked to Vespa sales on the
international markets: by 1953 there were more
than 10,000 Piaggio service stations worldwide,
in Europe, Asia and America, and the Vespa Clubs
already had over 50,000 members.
But as early as the 1940s, together with Italian
sports journalist Renato Tassinari, Enrico
Piaggio had organised meets and rallies to
create growing interest in the scooter, with all
kinds of initiatives including the creation of
the Vespa Clubs. These groups of Vespa fans
would strengthen the image of the scooter and
testify to the efficacy of Piaggio’s sales and
service network.
At the Fiera Campionaria in Milan in 1948, the
Italian Vespa Clubs organised a rally called the
“Silver Swarm” after the first Vespa model’s
trademark silvery-green colour. This was the
first large rally and would have an
extraordinary echo.
In 1951, 20,000 Vespa fans took part in the
Italian Vespa Day. Throughout the 1950s,
competitions of every kind were held, at both
regional and national level in Italy and abroad
(the Swiss Tour, the 2,000 km Three Seas tour,
the all-female Audax tour and the 1,000 km tour
were among the best known rallies).
Increasingly, riding a Vespa became synonymous
with freedom, the use of space and easier social
relations: in short, the Vespa became a social
phenomenon that would mark an entire epoch and
appear on countless occasions in films,
literature and advertising campaigns for many
products, and in the lifestyle of a changing
society keen to leave the destruction of World
War II behind.
The Vespa Club Europe was set up in Milan on 8
February 1953, with unanimous support from the
delegates representing the Vespa Clubs of Italy,
Belgium, France, Germany, Holland and
Switzerland, to co-ordinate and develop
relations, events and links among Vespa fans in
individual countries.
Two months later, Austria, Denmark, the U.K.,
Portugal, Spain and Sweden joined the founding
members of the Vespa Club Europe. Subsequently,
the Vespa Club Mondial was set up and, together
with the Vespa Club Europe, came to be named
Fédération Internationale des Vespa Clubs
(disbanded on 30 November 2005).
On 14 March 2006, the Vespa World Club was set
up to co-ordinate and promote all the Vespa
clubs in the world. Piaggio promoted the
formation of the new association, whose
objective is to draw on the finest experiences
and initiatives created by Vespa fans in various
countries, enhance the role of national
associations and support all Vespa Clubs. Today
the Vespa World Club has 35 associated national
Vespa Clubs, 685 local Vespa Clubs and more than
31,000 members all over the world. Calculating
the number of Vespa enthusiasts, or the Internet
web pages dedicated to the world’s most popular
and famous scooter, is impossible.
Every year the national Vespa Clubs and
enthusiasts from all over the world meet up for
Vespa World Days.
The city chosen for the 2012 event was Olympic
London: from 14 to 17 June thousands of Vespa
lovers from around the globe travelled to the
British capital to take part in the 6th Vespa
World Days, attended last year in Gjøvik,
Norway, by more than one thousand registered
Vespa scooters, 150 Vespa Clubs from 20 member
countries and thousands of fans, all sharing the
same great passion for the world’s most famous
scooter.
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