Lambretta LD150 That was then...
This road test, taken from the March 24, 1955 issue of Motor Cycling, shows how times change. While the reviewer was happy with a top speed of 42mph and 75mpg, most scooterists today would want those figures reversed.
The 148cc Two-stroke Model LD Lambretta Latest Version of a Famous Italian Scooter on the British Market One of the highlights of last year’s Milan Show was the introduction by both of Italy’s scooter ‘giants’ of larger capacity models. Of these, the first to be seen in Britain is the latest 148cc Lambretta LD, a product of the Innocenti concern in Milan.
Naturally the design is largely based on the preceding 125cc machine, which itself was the result of intensive development through numerous stages which started in, approximately, 1948. The layout finally stabilised itself with the ‘D’ series, all of which had the ‘rocking’ engine/gearbox/transmission unit – with its movement controlled by a torsion bar forming the rear suspension arm. In the new LD, this layout has been left virtually unchanged, but an improvement has been incorporated in the form of a single Riva hydraulic damper unit.
But the main difference is in the greater capacity, which has been obtained by increasing the bore diameter from 52mm to 57mm. This has resulted in a power output greater by one horsepower, yet produced lower down the rpm scale. Other internal modifications include the use of cross-cut gears in place of the previous straight-cut components, a move which has materially reduced mechanical noise. For ease of starting the petrol tap lever has been repositioned above the bodywork, and the choke control now takes the form of a remote control knob, placed on the opposite side of the body from the tap.
Provided that the clutch was first freed, starting was generally easy. From cold, one simply switched on the fuel, operated the choke and gave a very miserly throttle opening. A second kick could usually be ensured – but it must be recorded that the Lambretta possessed the kick of a centre forward and that it was advisable to make certain that the starter pedal was fully depressed. On the model tested, some tendency for the ratchet to stick was noted. Once the engine was running it was possible to close the choke immediately, whereupon the unit would idle
nicely with the throttle grip against its stop. First gear engagement was invariably positive, and the clutch take up even. Under way it was possible to ignore the clutch altogether for upward changes.
Acceleration from a standing start was good – better in fact than figures previously recorded for two-stroke motorcycles of the same capacity. And that despite the fact that the entire test was completed with the rider normally seated behind a windscreen of very generous proportions! Once 30mph had been reached the performance tailed off but there appeared to be a useful reserve of top-gear power at all cruising speeds. Under normal road conditions, the cruising speed favoured was around 40mph.
At such a gait the noise level was low, and the engine as smooth as could be wished. Between 30mph and 40mph, acceleration in top gear showed a marked improvement over that obtainable from the earlier models, and low speed flexibility too was noticeably improved.
Plenty of power
Hill-climbing was excellent. Very few hills called for a drop into second gear, unless the Lambretta was balked. Even under those circumstances, the tester found that he could change up again once the model was well under way. One does not expect or require a scooter to have the handling qualities of a road burning motorcycle. Nonetheless, the manners of this little Italian mount were impeccable. It could be heeled well over on corners, and on the straights it would hold its line with scarcely a trace of deviation – though, naturally, the small wheels resulted in an increased sensitivity to bumps and ripples in the road. Where traffic had to be negotiated, there could be few machines which would better it, for its small dimensions and generous steering lock enabled it to be manoeuvred in a way that would have shamed a London taxi.
Aiding the handling was the well-balanced suspension, which proved capable of absorbing the worst surface inequalities that could be found to test it. Both front and rear springing harmonised, and if there is any combination of surfaces which could cause them to get out of step, Motor Cycling’s tester failed to find it. Combined with a riding position which was comfortable in itself, and which gave a certain amount of latitude for changing position, the springing ensured that the driver was well catered for.
Braking was good. Owing to the action of the trailing link front suspension, it was inadvisable to provide too powerful an anchor ‘in the bows’. However, the rear brake – though not ultra-powerful – was adequate by itself for all normal use. An additional point in its favour was the near impossibility of locking it at speed, though it would cause the rear tyre to ‘bite’ when the last few mph were being lost. Used in conjunction the two brakes provided a stop, which if not spectacular, was at least satisfying.
Weather protection
Strange to relate, it neither rained nor snowed during the period the Lambretta was ‘on charge’. However the Clerk of the Weather donated some particularly cutting northerly winds, which served to show that the weather protection provided by the combination of footboards, shield and screen was as complete as that of an open motorcar. It was quite possible to ride the Lambretta when dressed in normal office-going rig, and with no more hand protection than a pair of woollen gloves. There was little or no evidence of cavitation behind the shield, and it is certain that even quite heavy rain would not have resulted in a spot of moisture reaching the rider’s garments.
Scooters are, by virtue of their large frontal area, normally fairly thirsty. However few could quarrel with the steady overall average of 75mpg which the Lambretta returned over a 30-mile-plus, twice daily run, each ‘leg’ of which included 17 miles or so of London and its traffic, and terminated in 10 miles or so of ‘blinding’ on open roads. With a gentler hand on the throttle, this figure, which was coupled with a 30mph road average, could easily be bettered, as the figures show.
Powerful and penetrating, the headlamp gave a beam more than adequate for the machine’s performance. However, for cornering, a wider angle of spread would have been appreciated. The handlebar switch controlling the lights also does duty as a dip switch. It was felt that it was not really positive or handy enough for the purpose, and the tester would have definitely preferred a simple dip switch.
Only once in the test did an involuntary stop occur– owing to a fractured electrical lead. That point apart, the Lambretta LD provided economical, trouble free transport – just as thousands of similar models are doing at this moment in half the countries of Europe. It would be a safe bet to prophesy enhanced popularity for the marque here, now that this latest, and best, Lambretta is generally available.