That was then: Vespa 152L2
It may lack the glamour of other models but as Richie Lunt explains, the 152L2 set the template for all geared Vespas that followed.
Vespa’s 1959 model 125 was a much slimmed-down machine that kept to the family design with seemingly very few modifications. A closer inspection though would reveal some radical changes that would be carried over right through to the demise of geared Vespa production.
New design
Launched in 1959, Douglas’ 152L2 was essentially a rebranded Continental VNA model for the British (and Commonwealth) market. Thanks to new manufacturing processes this was a leaner, lighter machine that was also much easier to manufacture than its predecessors. The old ‘wide body’ styling and engine cases had been banished. The frame design was simplified and ‘wind honed’, which presumably translates into 21st century English as being streamlined. A new two-piece engine casing did away with the old separate engine mount and cradle arrangement, forming a layout that would, visually at least, be familiar to owners of late model PXs. However this was the base model of the new style of Vespa and as such even a steering lock was an accessory item; it did however boast a seat-mounted luggage clip and fuel tap.
Suspension
Front suspension and brakes were very similar to those fitted on the outgoing ng 192L2 model and retained the eight-inch ht-inch wheel configuration. These were covered by a new one-piece, pressed steel mudguard that was very similar in style to that fitted on the GS150. The other end of the forks had an entirely new headset design with a fork clamp and cable stops. These were covered by a two-piece pressed steel headset which incorporated integrated wiring, switchbox and headlight. This was a big leap forward in both appearance and aided maintenance access but for some reason was dropped after this model ceased production. The split headset design was not reintroduced until the New Line (P Range) was launched in 1977. The wheelbase was revised slightly in the new frame and on Douglas models a rebadged Denfeld dual seat came as standard, allowing rider and pillion more room and comfort.
Engine
The 152L2’s engine benefited from a complete redesign with a much simplified two-piece casting, three gears and simplified gearchange mechanism. Douglas utilised the services of a number of British manufacturers and an Amal carburettor was to be found on top of the engine’s cylinder rather than a Dell’Orto unit. The space previously occupied by the carburettor now became a large airbox that fed the carburettor via a flexible air hose. The choke was a small spring-loaded flap mounted inside the air filter box and opened by cable pull, with the lever being part of the seat frame. This was supposed to be operated without lifting the seat but as motors became worn it was often found necessary to lift the seat in order to gain a little more lift on the cable. A few Italian-produced machines crept into the country when Douglas production couldn’t match demand. These scooters had the definitive Vespa engine layout with the carb relocated to the engine block position most people will be familiar with today (Models 232L2 in the UK and VNB on the continent).
Performance
Out on the road the scooter’s slightly smaller dimensions would be appreciated by those used to the earlier, wider machines. The eight-inch wheels enabled nimble manoeuvrability suited to town riding. However the brakes could be locked quite easily and the 152L2’s suspension would bottom out under heavy braking, even with the auxiliary damper fitted. Speed-wise the 125 engine was never going to break any records but was impressive when compared to traffic speeds of the time. Acceleration was surprisingly brisk but the machine’s weakness would be its top speed on open roads, even more so by modern standards.
Summary
Overall though the 152L2 was a pretty, well-proportioned machine that was best suited to urban commuting, which is exactly what the maker intended. It ushered in the ‘modern’ Vespa’s shape and engine layout but compared to the Sportique/ VBA/ VBB models that followed, it has become a rare and dare I say it, overlooked machine. With a few tweaks to its suspension and brakes together with a little more power (and a brake light for safety!) the 152L2 can still be an eminently usable scooter.