LAMBRETTA HISTORY 1952 to 1999

1957-58 LDB 150 Mk. 111 AVV.
All as LDA but in self starter version. no Kickstart as on previous LDB's.
Features are the hump to house 12v system batteries.
Blanking plate on crankcase where kickstart was previously housed.
Old style glove box for ampere meter and clock (extras) and starter switch unit.
Long tailpipe version.

LAMBRETTA HISTORY 1952 to 1999

1959 Li 125/150 SERIES 11.
This machine was identical to the series 1 except for headlight repositioned into the handle bar casing.
Both in 125cc and 150cc versions. Later models had larger rear light unit.
"Pear Shaped" horn cover. Separate seats.

LAMBRETTA HISTORY 1952 to 1999

1958 TV SERIES 1.
The "Flagship" of Lambretta.
Entirely new concept in design. Biggest capacity yet. 350 x 10" Wheels.
Dual seat. Floor mats. Cast handlebars with integral speedo. Cable adjusters to clutch and front brake.
Fixed front mudguard. Horizontal engine, chain drive with gearbox rear axle.
Coil sprung kickstart unit. No cutaway in side panel for central position kickstart.
Various versions of this model, as production progressed.

LAMBRETTA HISTORY 1952 to 1999

1960-61 TV 175 11.
The updated 175cc model was basically the Li in 175cc form.
this brought it inline with the other newer models.
Dual seat fitted as standard with key ignition and front dampers.

LAMBRETTA HISTORY 1952 to 1999

1962 Li 150 (SLIMSTYLE) SERIES 111.
This replaced the Series 11 models in 1962 and were of squarer appearance
and much narrower in frontal design. A more efficient design of silencer fitted.

LAMBRETTA HISTORY 1952 to 1999

1962-3 TV 175 111.
All machines now basically the same, with only little cosmetic and internal differences.
The design differences in body work will be apparent from the illustrations.
Engine details, gear ratios and other technicalities are fully covered in the Lambretta workshop manuals.

LAMBRETTA HISTORY 1952 to 1999

1963 TV 175 and later the TV200
The first ever motorcycle to be fitted with front disc brake.
This could have been designated the Series 1V,
but it was soon replaced with a TV 200cc version for the British market.

LAMBRETTA HISTORY 1952 to 1999

1963 Li 150 PACEMAKER.
Body work design differences with flashes on side panels and the now famous "Three penny" bit shaped headset.
All machines from now on feature the dual seat as standard with exceptions in the lightweight Lambrettas.
Versions were available as "Gold" or "Silver" Specials.

LAMBRETTA HISTORY 1952 to 1999

1964 J50.
This small 50cc machine was produced with a monocoque all pressed steel body.
Fitted as a single seat scooter, a pillion seat was available.
No speedo was fitted or floor strips. An austere model.

LAMBRETTA HISTORY 1952 to 1999

1964 G.T. 200.
Previously the TV200.
This machine was manufactured due to demand from the British market and was only available in the UK.
Eventually the TV200, due to world wide pressure was produced for distribution in all countries and renamed the GT 200.
Top speed of 70 m.p.h., Smooth braking low fuel consumption and had more to offer than any other scooter in the world.

LAMBRETTA HISTORY 1952 to 1999

1964 SX150.
Almost identical to the Pacemaker with similar design features.
Faster due to minor engine modifications.

LAMBRETTA HISTORY 1952 to 1999

1964 "CENTO".
This three speed lightweight of 98cc was very popular.
Body was similar to the J50. Fitted with speedo, floor strips and dual seat.

The 125cc version of the Cento

LAMBRETTA HISTORY 1952 to 1999

1966 125 STARSTREAM.
Alternative in design to rear of body work and shape of the rear light.
Now fitted with four speed gearbox.

LAMBRETTA HISTORY 1952 to 1999

Redesigned side panels with "Arrow" flash with 200 emblem.
Mechanical improvements.

LAMBRETTA HISTORY 1952 to 1999

1967 SUPER STARSTREAM.
Same styling as previous model four speed gearbox.
Fitted with dual seat. Turning front mudguard. Reshaped leg shield.
Larger headlight, false horn casting and no handles to side panels.

LAMBRETTA HISTORY 1952 to 1999

1968 VEGA 75.
The arrival of the Luna Line designed by Bertone, the world famous car designer.
75cc with engine layout similar to previous J Model - Open frame - no covering bodywork.

LAMBRETTA HISTORY 1952 to 1999

1968 COMETA 75.
Exactly the same machine as the Vega, but fitted with oil pump for separate oil lubrication.

LAMBRETTA HISTORY 1952 to 1999

1969-71 GP200.
Front suspension dampers and disc brake.
The last scooter built by Innocenti. Several engine improvements, with the last of production models
having electronic ignition.

LAMBRETTA HISTORY 1952 to 1999

In the seventies the Spanish produced their Servetta versions of the Li,s and SX. Some models had indicators
fitted with minor alterations to the electrics / body work and air intake via the toolbox.

LAMBRETTA HISTORY 1952 to 1999

1969 GP125/150.
These Bertone designed Lambrettas featured many improvements with square headlight,
new type rear light, redesigned dual seat and cutaway front mudguard.
The 125 version was first known as the DL, but changed to GP in 1970.
No front dampers and normal type shoe brakes.

LAMBRETTA HISTORY 1952 to 1999

In the Eighties and Nineties the GP models were manufactured in India, also with minor alterations.

LAMBRETTA HISTORY 1952 to 1999

A single seat version of Vega of 50cc.
An economy model with under engine silencer, tubular handlebars and separate headlight.

LAMBRETTA HISTORY 1952 to 1999

1958 Li 125/150 SERIES 1.
Engine different again from the TV version.
This engine design set the pattern for all subsequent future models.
The Li Series 1 was manufactured in 125cc and 150cc versions.
Early machines known as frame breathers, as the air filter drew air through grille on rear body work,
which was eventually replaced by a air filter box between the toolbox and petrol tank.
Looks much like the TV 1 but with no front fork dampers.
Kickstart set well to the rear of the engine. Fitted with separate seats.

LAMBRETTA HISTORY 1952 to 1999

1957-8 LD Mk 111 125cc
Cowled handlebars housing speedo and horn. Small boot in rear bodywork and re-designed
rear light. Epicyclic kickstart mechanism. Aluminium floor strips and machine finished in light grey
as standard. Chromed side panel grills.

LAMBRETTA HISTORY 1952 to 1999

1957 "D" 150
Re-introduced by popular demand, and now supplied with rectifier, battery for 6v lighting
and long tailpipe exhaust.

LAMBRETTA HISTORY 1952 to 1999

1955-56 "LD"
As previous LD 150 but with various small mechanical modifications.
Silencer now altered and chromed "Coffee Pot" dispensed with.
LDA Starter model 12 volt system with hump for housing batteries beneath pillion seat.
Kick starter also fitted to this model.

LAMBRETTA HISTORY 1952 to 1999

1954 "D" 150cc
Capacity now increased to 150cc. Twin cables on gear change. Rear damper now fitted as standard
with recess in transmission casting for fixing. Lockable lunch box. new shaped air filter.

LAMBRETTA HISTORY 1952 to 1999

1953-4 "F" MODEL
All mechanics as "E" with exception of kickstart operating across the engine.
Torsion bar suspension without damping.

LAMBRETTA HISTORY 1952 to 1999

1953-4 "E" MODEL, 123cc
Leading link forks. Single tube "C" shaped frame culminating in tool box under seat.
Swivelling front headlight. Hand cord pull start. Leg shield sweeping back each side of totally
redesigned "In Line" engine. Air cooled. Fuel cap fitted to opposite side to "D" models.

LAMBRETTA HISTORY 1952 to 1999

1953 "LD" 125
As "D" but dressed with legshield and sidepanels. Side panels now fitted with white plastic grills and
the clutch and brake levers. Fan cooled. Ducting of polished aluminium pressings. Handle fitted to pillion seat.
LDA self starter model. 6v electrical system. Batteries fitted inside side panels.

LAMBRETTA HISTORY 1952 to 1999

1952 "D" 125cc
Rod operated rear brake. front suspension springs with fork legs.
Torsion bar suspension, swinging engine unit. Air cooled. No rear damper.
Extra lug to torsion bar link lug on crankcase, for unknown damping systems.
Rounded corners to leg shields. Shaft driven.

Vespa Models

Vespa models produced by Douglas

If any member would like us to use a photo of their bike as an illustration of a particular model then please send a jpg. file to Web manager with details of the bike.

"Rod" model 1951-5
"Rod" is retro term referring to gear change mechanism - scooter was marketed as just "Vespa 125" The spec was basically that of the Piaggio 1949 model which had just been replaced. The headlight on British production was moved to the leg shields in deference to local lighting regulations.

"G" model 1953-54
The previous model with a cable gear change

GL2 1954-55
Up-to-date twin transfer port engine installed in the by-now-archaic 1949 style chassis

42L2 1955-56
Parity with Piaggio production at last with newer style chassis and front damper. The headlight was moved to the handlebars

92L2 1956-59
Modifications to the 42L2 mirrored those of Piaggio with a larger fuel tank and other detail differences

102L2 1957
The 92l2 with a 150cc engine imported from Piaggio. Just a handful were made.

152L2 1959-6
A completely new model introduced about a year after Piaggio. The rear of the chassis was constructed in two halves with a seam up the middle, and the engine bearer was now integral with the crankcase. When demand outstripped supply, a quantity of the equivalent Piaggio model (the VNA) were imported.

Sportique 1961-65
Douglas stopped producing 125cc Vespas and built instead a version of the current Piaggio 150cc model - the VBB. In an attempt to halt declining sales, various "special editions" with accessories as standard were produced. 1962 saw the Supreme in silver and the Grand Luxe in gold. 1n 1965, just before production of Vespas ended, came the Grand Tourer in metallic maroon

How to Choose Vespa

Picking up a scooter is not easy. They are an important ingredient in the comforts of lifestyle, though they may not be a status symbol as such. But, if you have a zeal in you to be different, then scooters will be your pick. Each scooter is diverse in looks, types and even its fans. Yes, you are right. Each individual who buys a scooter like to buy the one they can closely relate to.

Scooters are bought and sold for varied reasons. But, how should one choose a scooter? What points should we look at before buying? Are you looking for electric scooter to save your self from drilling a whole in your pocket which the gas scooters often do or you are looking for a motor scooter because they are easily available and are easy to operate? Do you like traveling and adventurous life requires you to own a scooter to laze around in it? If you like speed and fast gas scooter is your need rather than the electric ones. What ever may be the reason for you to choose a scooter, always consider these basic points first before you blaze away to buy.

• Choose the type: There are different types of scooters available like gas, electric. Choose the one’s which you are comfortable with and which is easily available in your region. Always look for the scooter whose servicing centre is with reach.
• Weight of the machine: Make sure you can handle the weight of the machine. Go for a scooter which matches your personality.
• Check for comfort: Make sure you check for comfort according to your height and size. The handle bar should extend for comfortably to your height. Also look for the pillion rider’s comfort. Take a ride once riding it yourself and next time as pillion rider.
• Cost: Check your pocket as well. Stay in a reality and not in imagination. If you cannot buy it don’t go there.

History of Vespa (Piaggio) and Motor scooters

(Based on How to Restore and Maintain Your Vespa Motor scooter Book, by Bob Darnell & Bob Golfen)

The Vespa motor scooter is emblematic of all that is romantic and carefree about the Continental lifestyle, a virtual symbol of Italy, and a stylistic icon readily connected with youth and adventure. For many parts of the world, Vespa scooter are also a workhorse of basic transportation, a ubiquitous urban presence in European and Asian nation – the buzzing of motor scooter is still heard throughout ancient alleys and wide boulevard. With more than 15 million sold in a half-century of production, Vespa models are far and away the best-selling motor scooter of all time.

For Italians, the Vespa scooter has a broader meaning, symbolic of their country’s reemergence as a major industrial power from the shambles of World War II. It shows how a complex economic problem can be reduced to the elegant simplicity of a motor scooter. And Vespa designs serve to demonstrate the Italian sense of style and innovation.

From its roots of providing basic transportation and the bare beginnings of economic survival for the people of Italy devastated by World War II, to its role as treed-setting fashion accessory during the turbulent 1960s, the Vespa motor scooter has retained its general design and overall mission. The style and culture fit in well with today’s youth, who appreciate the retro charm and post-industrial. Old scooters fauns parked in garages and basements are being resurrected, restored, and ridden by a new generation.

Piaggio, the company that developed and produces the Vespa scooter, goes back more that a century, founded in Genoa by Rinaldo Piaggio in 1884 as Societa Anonima Piaggio. Originally dedicated to producing woodworking machinery, the company was soon engaged in building railroad cars for the booming rail industry. Latter, the company built commercial vehicles, automobiles, and boats. During World War I, Piaggio began to take part in the fledgling aviation industry by making airplane parts in 1914, and the following year, entire airplane. Piaggio’s innovative bent soon emerged as he developed such advances as as pressurized cabins and retractable landing gear. An aviation engine designed by Piaggio set 20 word records during the 1920s.
In 1938, Rinaldo Piaggio died, leaving the company’s two factories in Tuscany to Enrico Piaggio, 33, and his younger brother, Armando, 31. The timing for two young industrialist to take over their father’s business couldn’t have been worse, as fascist dictator Benito Mussolini had cemented his power in Italy and was poised to enter a pact for world conquest with Germany’s Nazi leader, Adolph Hitler.

During the war, the factories cranked out aircraft for the Axis war effort, developing several fighters and Italy’s only heavy bomber. Naturally, the factories became prime targets for Allied bombing raids. They were hit again and again, and at war’s end, the factory lay in ruins, and more than 10,000 Piaggio employees were out of work. But then, much of Italy was a shambles, all its industries bombed and destroyed, its people poverty stricken and demoralized. Under terms of the Allied peace agreement, Piaggio was banned from producing aircraft, which left Enrico Piaggio, who by then had taken over the business, casting about for a new product once he had rebuilt a factory in which to produce it.