Test Ride: Royal Alloy GP300
Royal Alloy’s TG300 may be grabbing all the headlines but they’ve got another 300 in the stable. Stan takes their GP300 for a spin.
Royal Alloy's TG300 may be grabbing all the headlines but they've got another 300 in the stable. Stan takes their GP300 for a spin.
It’s hard to imagine but only three years ago the future of many British scooter dealers hung in the balance. Within a few months of each other Piaggio ceased production of the PX and LML entered receivership. Dealers of new machines were left with nothing to sell while for buyers who didn’t fancy a budget scooter from China, the choice was between Vespa’s GTS or Primavera, neither of which sat easily with those in search of classic lines. It would have been incomprehensible to think that the launch of a classically styled 300cc scooter could be overlooked, yet that’s exactly what’s happened.
No one puts baby in the corner…
Having emerged from nowhere with their GT range, Royal Alloy saved more than one British scooter showroom from a very dismal future. With the launch of their Grand Prix (GP) range, Royal Alloy proved that they were listening to the voices of enthusiasts worldwide. Out were the plastic panels of the previous GT models, in was a high metal content. The new panels heralded a new design, heavily influenced by the classic Lambretta SX200. Other improvements included revised suspension, finally curing the GT’s rigid front end. In a short space of time the 125cc models became a common sight at scooter clubs across the nation. What enthusiasts wanted was more speed and when rumours began to circulate of a 300cc version, the future began to look very bright indeed. Incredibly when the GP300 was unveiled at last year’s Milan Motorcycle Show it barely registered on most scooterists’ radar. The problem was the simultaneous launch of Royal Alloy’s Tigara Grande. With styling inspired by Lambretta’s classic Series 2 and boasting a 300cc engine, for scooterists it was undoubtedly the show’s main talking point. However it wasn’t the first 300cc Royal Alloy to hit the showrooms; that honour went to the GP300 and quite frankly it’s time for that model to emerge from its sibling’s shadow.
SX’y
Although the SX influence is clear to see in its side panels this is no Series 3 clone. The ‘Darth Vader’ style horn grille adds a touch of menace while the circular headlight of pre-production models has given way to a trapezoid style, more reminiscent of a Vespa SS180. If that sounds like a mishmash it isn’t, the entire look hangs together extremely well. My only doubt is the legshield profile. To accommodate a larger glovebox with its USB charging point
There’s certainly no talk of a geared version. There’s no doubt such a machine would sell well in the UK and perhaps Germany, but in comparison to the insatiable Asian demand for autos, the numbers simply don’t make mass production a viable proposition.
the legshield profile has been flattened out ever so slightly and in the process has lost some of the Series 3’s sensuality. It’s a minor point as even on the stand the GP looks poised for action. In contrast to the TG’s wafer thin seat, the GP’s upholstery is positively opulent and suits my 6ft 2in frame perfectly. Although I may not be convinced about the legshield profile I must admit that the extra legroom is welcome. If the GP’s padding proves to be too much of a leg stretch, shorter riders should note that all Royal Alloy seats are interchangeable. Substituting a slimmer one from either the TG or GT is a straightforward swap. Information is conveyed to the rider via a digital clock which is a completely new design for the GP. It’s no secret that the early GT’s dials were problematic and Royal Alloy are confident that this new unit isn’t just clearer to read but will also be reliable in use. The machine allocated for the test ride was fitted with a Scorpion pipe, straight from the Royal Alloy catalogue and fully compliant with the GP’s factory warranty. Although fitting a pipe to a four-stroke doesn’t have the instant impact on power that we’re used to with two-stroke motors, this one does look the part. It also sounds throaty, making a lovely thumping sound that the 278cc lump deserves. It’s also possible to turn the same pipe into a neighbourhoodannoying screamer by removing the decibel limiter. Or so I’m told…
Road runner
The TG and GP both share the same frame geometry and as such it’s no surprise to find that they handle identically. Cornering is a joy, indeed the GP was built for twisting country lanes. Although Timsun may not be the brand that instantly springs to mind when discussing scooter tyres they’re factory fitted and hold a good line, even on a damp day such as the test ride. The main act here is of course the engine. We all know what it looks like and having spent some time in its company I can confirm that it also performs like a pre-HPE GTS. In fact, thanks to a remap and revised cylinder head, Royal Alloy claim to have squeezed out an extra bhp. In use it has plenty of get up and go, particularly in the mid-range where throttle response is crisp. Handling is a vast improvement on previous models, the completely reworked front end gives excellent feedback while smoothing out all but the worst that Saddleworth Moor’s roads had to throw at me. The riding position feels so Lambretta-like that I find myself repeatedly searching for the rear brake pedal, something I’ve not done on my GTS for a long time.
Eye of the beholder
In truth there’s very little to choose between the TG and GP. Even the £100 saving a GP offers over its stablemate will only sway the most frugal of buyers. The main difference is in styling and that’s a purely personal preference. As much as I enjoyed the time I’ve spent with the TG, if I were parting with my own cash I’d plump for the GP and that’s a decision not entirely swayed by the extra seat padding. My own preference is for the Lambretta GP and thanks to its combination of retro styling and modern engineering Royal Alloy’s namesake is a more than worthy tribute.
Stick or twist?
The past two years have seen Royal Alloy produce an array of new machines so potential buyers could be forgiven for thinking that it’s worth waiting to see what else is around the corner. Having spoken to senior figures in the company I think that we’re going to see a period of consolidation. Every manufacturer likes to maintain interest in their products so there’ll inevitably be some detail changes and fresh colour schemes. It would also make sense to streamline production by designing one frame cradle to take both GP and TG bodywork and electric power can’t be far away. If there is a gap in Royal Alloy’s range it’s probably a mass-market commuter scooter and the company has already exhibited a concept model to plug that gap. There’s certainly no talk of a geared version. There’s no doubt such a machine would sell well in the UK and perhaps Germany, but in comparison to the insatiable Asian demand for autos, the numbers simply don’t make mass production a viable proposition. While that may disappoint many Scootering readers, it’s worth remembering that only three years ago we were dreaming of a retro-styled 300cc scooter. Thanks to Royal Alloy we now have two to choose from and the GP certainly deserves more attention than it’s received to date.
Words: Stan
Photographs: Gary Chapman