Veritable Vespa
Building a safer scooter
DOES a scooter really need traction control and ABS, electronic riding aids that are usually confined to bigwheeled motorcycles costing more than twice the money? Absolutely, and I’ll offer the following experience while aboard my own 2009 Vespa 300 GTS Super as an argument for the affirmative. Here’s why it’s such a laudable step forward that the newest version of the 300 comes standard with TC and ABS.
It was yet another one of ‘those days’ in Auckland as I descended the roof-top carpark of a high-brow car importer on my ever-humble Vespa. Ahead was an atrium with a tiled floor made extra shiny and slippery by all the rainwater tracked into it by a long row of parked super-expensive cars.
As I gassed the Vespa gently over the tiles at around 12kmh, the rear tyre suddenly let go, sending me and the scooter sliding sideways to the right – directly towards the boot of a Bentley Continental. I caught the skid in time to prevent an insurance nightmare, but now the evil Vespa was yawing to the left, towards several scared-stiff pedestrians.
Fortunately another steering correction prevented a rather hefty bill for numerous ‘get well soon’ cards, but now the 300 had fish-tailed to the right again, this time headed towards a parked black Porsche 911 that was possibly owned by the leader of a triad. Once again, I managed to catch the seemingly-demented tail of the Vespa in time to keep all my fingers, and this time with enough skill to point its wayward insurance-claim-sniffing nose directly at the exit from the atrium. Phew.
My point is that none of this would have happened had I been aboard the latest 2015 version of the 300 GTS Super.
In comes an ASR traction control system that reacts in roughly one 10th of a second, which is possibly quicker than the human responses that only just saved the situation mentioned above. As well, there’s a two-channel anti-lock braking system fitted, which is equally welcome as the biggestcapacity Vespa has two decent sized 220mm diameter discs fitted, gripped by powerful twin-piston calipers.
While Vespa set up the front brake hydraulics of my scoot so they that never come near the point of lock-up without the aid of a slippery tyre/road interface, the fierce rear stopper has been a provider of copious brake slides over my six year ownership of the 300. Most of the times these slides have intentional reversions to my teenagehoon riding years; but at significant others they’ve been sphincterclenching surprises.
These electronic enhancements make riding the 300 GTS Super more weatherproof and safe, and it’s worth the inconvenience of losing a fair amount of front compartment storage to make room for the extra traction control ECUs and added ABS module. Also located near these additions is a newly-added USB port so that you can keep your phone charged while riding. You’ll also want to invest in a mirror mount for the latter as there is now a downloadable app for 300 owners that will turn the phone into a multi-media companion for the scooter. It’ll even tell you where you have parked the Vespa – quite possibly the perfect feature for hard-living sexagenarian riders like myself.
On the mechanical front, the 300 displays some progress as well, albeit of less headline appeal. It’s the new hinge added to the trademark trailinglink front suspension that defines the 2015 model as a better ride.
Previously the front shock mounted directly to the trailing link, and bumps would corrupt the geometric stability of the 300’s front end as the wheel travel was consumed. Adding the hinge has enabled the geometry to remain same no matter what the shock is doing, and for the rider the benefits are extra stability through bumpy bends, a more compliant ride, extra feedback from the front tyre, and more precise steering. Whoever thought that adding a hinge to a motorcycle chassis could have so much benefit?
Otherwise, the 2015 is essentially the same 300 GTS Super that I’ve ridden and enjoyed for the past six years. Price: $10,495 (Supersport, pictured, $10,995) Hot: ABS and traction control, plus better front suspension, a smartphone interface, and extra underseat stowage all arrive for a modest $500 price increase. Not: The price of the biggest Vespa puts it out of reach for many, and second-hand examples are hard to find because most buyers hold on to them for long periods.
The 22bhp liquid-cooled single at the heart of the Vespa has the perfect power characteristics for a twist n’ go transmission, delivering a healthy and creamy dollop of torque right in the middle of the rev range.
It ensures the largest Vespa gets rapid standing starts away from the lights, will cruise at an indicated 120kmh (108kmh real speed) all day on the motorway, and return 30kms/litre fuel economy. Further developments of the 2015 include a better-designed fuel filler, new LED lamps and daylight riding lights, and an under-seat storage bin that offers slightly more capacity.
So, is it time I traded mine in? Quite possibly, and the new one is just $500 more than mine cost back in 2009 (add a further $500 for the various cosmetic enhancements of the Supersport version pictured).
And trading up would certainly limit the risks of bonking a Bentley.