1954 Lambretta LD125 British-registered barn find

In the not-so-distant past it was the case that once you had an early model Lambretta you became known as the local nutter, willing to take in anything with an Innocenti badge. To unload them yourself you literally had to beg people to take them away… alw

Once the unwanted runt of the scene, now the coveted treasure of collectors. This is a lovely example of a classic.

In our more enlightened times (or is it that more sought-after models are now so expensive that riders have been forced to look at progressively older machines in order to get their masochistic vintage kicks), your average – capable of passing an MoT – D/LD is now retailing at a ticket price of a few thousand pounds or more.

Although similar in appearance to the outgoing C Model Lambretta, the new D Model was a completely new affair. Longer in wheelbase, mechanically more robust and simpler to produce, it was designed with pockmarked, explosion damaged and largely unpaved roads of postwar Europe and emerging markets in Morocco, Egypt and Asia in mind. Most notable were the suspension upgrades; replacing the knuckle-jointed engine-based suspension and exposed front spring arrangement of the Model

C were a more robust transverse torsion bar and pivot bolt, effectively making the engine block part of a swingarm suspension system and front spring enclosed within the fork leg with the moving parts enclosed within the fork boot out of the way of dust and grime. Engine cooling was revised and a more efficient and quieter exhaust added.

Some things carried over from the preceding model were the Teleflex gearchange on the handlebars, something I’ve always liked on the early models as it seems to simplify the handlebar area a little when compared with later scooters.

With machines of this era being in the bargain basement end of the market for many years, many came within the grasp of scooterists with too many power tools and vivid imaginations, many pristine machines loaded with accessories and provenance simply being cut up on a whim in order to show up at that weekend’s rally on something a little different and being discarded a little while later when the miles became too much of a burden to both machine and riders’ arses… along with the now all-too-collectable rally banners, pennants and accessories! This particular machine has wondrously survived somehow, not only in original paint but with many of the details distinct to the model still preserved.

Previously described as a Mark 2, I would prefer to refer to it simply as a ’54 rather than a series-thisor-whatever, for as with other machines in Innocenti production, each model would evolve in a mechanical Darwinian process between early offerings and later ones that would incorporate many of the following scooters’ innovations as stocks on the production line dwindled and new parts came on stream to be fitted (taking for example late SX and Li models being fitted with push-in fork buffers and grey plastic toolboxes, in some cases even GP seats).

Not only has it survived with few modifications to comply with new regulations or by replacing worn-out components but still proudly sports the accessory additions made at its point of sale.

It was sourced from Raymond Ways of Kilburn, North West London, in 1955. It must have sat on the showroom floor for some time as the buff logbook shows it was purchased two days before its first anniversary of being first registered, which might explain why it has a full complement of Concessionaire accessories as outlined in the supporting literature.

Retaining the Teleflex gearchange as mentioned earlier it’s also devoid of the rubber cable shrouds that prevent water ingress into the frame via the horncast control cable aperture and a single thin gauge supplies power to the rear light with no brake lighting being retro fitted. Interestingly the dealership has chosen to add cable oilers into the outer cable sheath for both the gearchange and clutch in order to aid maintenance and inner longevity. Handlebar grips are of the ‘waffle’ variety with wonderfully crisp edges to both the grip texture and moulded Innocenti logo; the grip ends are plain rubber rather than the chrome-plated bare ends that would appear on the 150 models.

A full-height screen and front apron complete the handlebar ornamentation with a plain flat embellisher breaking up the shape of the front mudguard above a pair of fork boot covers. Behind the legshields a Smiths speedometer can be found with the cable routed externally down the legshields and through the rear brake aperture. Further along, underneath the side panel, a wire cable loop keeps it securely in place and out of harm’s way. I assume (with no definitive manufacturer markings being immediately evident) the speedo drive is of British manufacture, either Smiths or one of their suppliers.

Along the floorboards there are white rubber strips in chrome-plated runner strips and pressed steel end caps rather than aluminium items. The side panels boast accessory chrome-plated rear vent grilles and a pair of flat kickplates behind Concessionaire louvre embellishers. The panels sit on very thin black rubber frame gaskets that seldom survive but are miraculously present here.

Other Concessionaire-sourced additions include the red faced Silma Brevettato fuel gauge (to complement the red legshield LD badge?) and grey rubber gasket, dual material Harlequin effect embossed seat covers, two-in-one rear wheel carrier and spare wheel cover. At one point an inside legshield bag or bread rack has been added as domestic shelving supports seem to have masked the faded paintwork, leaving their imprint behind.

We can only speculate on why the original owner bought a year-old machine but the added accessories and a little bartered discount may have been the enticement needed to take the scooter off the shop floor and out of the door. Whatever it was, this little LD was only used for around seven years, being last taxed at the end of 1962. We can only assume it was laid up some time after that, something that ensured its unmolested survival.

Words and photographs: Richie Lunt

Courtesy of ‘Disco’ Dez Askill, for further info: www.discodezscooters.co.uk