The Fenwick Lambrettas That was then...
Agood example of the diversity in local design changes in French production is the horncasting, of which there were at least four different variants. This may seem illogical but was in fact forced on the company from the start of production, as there was a French legal regulation that necessitated a larger diameter front headlamp for motorcycles than that of the Italian-based Lambretta prototype. Starting with the original Italian-style horncast, an alternative design was produced as a stopgap, and featured an additional enlarged collar to accommodate the regulation-sized headlamp. This was followed in stages by a further redesign that could accommodate the French legal standard headlight. Incidentally this horncast was also exported for early production Lambrettas at the Eibar factory in Spain.
Another clearly visible change from the Italian specification was the saddle, which featured a stretched grey rubber seat cover that was a substitution for the Italian-type sprung cover with a reinforced vinyl facing. Yet another externally noticeable change to the French LDs was the positioning of the fuel taps and choke levers, which were placed in a similar position to that seen on the later Li series Lambrettas. Also notable was the small aluminium blind riveted plate fitted in a slightly lower position to the fuel and choke levers which sported the model type, production number and noted that the vehicle was made under a licence agreement with Innocenti-Milan.
A more artistic design touch by the Troyes factory was the addition of a plastic shieldshaped badge, based on the coat of arms of the Champagne department of France, and bearing the motto ‘Passe avant le meilleur’, which is the ancient motto and war-cry of the Comtes of Champagne and Sancerre. This translates as ‘It comes before the (very) best’, or ‘It’s better than the best’. This badge proclaiming the vehicle’s perceived excellence could be seen proudly displayed on the upper part of the front legshield.
Fuel tank fillers were also offset on the French LD/D models, making topping up the tank much easier than with the centrally mounted Italian examples.
Less noticeable, but somewhat strangely, some non-engine fixing components had mixed thread pitches, notably the M8 threaded items. Alongside this was another strange anomaly of the French sticking to the single cable Teleflex gear change mode of gear operation across the entire span of production, whereas the Italian factory latterly adopted a two-cable system for its LD/D machines.
Far from simply assembling the Lambretta in ‘knock down’ form, the French factory introduced several changes to its machines, with many of these improving on the original Italian design.
For the chic lady Lambretta rider, inside the legshield toolbox there was a vanity mirror for adjusting hair and make-up!
Switchgear and electrical fittings were sourced via French manufacturers, as were the speedos and clocks – Jaeger products in the latter cases. Frame numbers were stamped on the front seat bracket and so were visible under the seat.
Finally, for the chic lady Lambretta rider, inside the legshield toolbox there was a vanity mirror for adjusting hair and make-up!
Words and images: Dave Dry, with full acknowledgement to Nick Bailey and the late Howard Chambers