MotorBikes: Roadtesting the Vespa PX200: Vespa scooters first appeared in 1946 at the Turin Show. In 1948 Audrey Hepburn and Gregory Peck were filmed using one in Roman Holiday. In the passing years the once novel concept of a scooter has been copied by a host of manufacturers.
One of the Vespa range, the 200cc PX, has earned classic status. Not your everyday "twist and go" machine, it has a proper clutch, four-speed gearbox and a foot-operated rear brake. To all outward appearances it has hardly changed since Day One. The few "modern" refinements: autolube, a disk front brake and CD ignition, simply make it more user-friendly.
This 200cc model is much favoured by enthusiasts who look on it as a serious touring machine. And it is. The single-cylinder engine is quite powerful and has ample torque. The four-speed gearbox, operated by twisting the whole of the left handgrip, which means you have to think where the clutch lever has gone, has a first gear so low that the machine could tackle a 1-in-3 hill-start with rider and passenger, or even haul a sidecar. In normal, solo town work the first gear can be dispensed with. The engine has sufficient power that, without screaming revs, you can be across the traffic lights before most everything else.
Most people who ride scooters probably have never ridden a "conventional" motorcycle. Those who have would find the small, 10-inch wheels initially give the rider a rather uncertain feel. With a wheelbase of 1,250 mm and an all-up weight of a mere 118 kg it is a machine which requires a delicate touch. You quickly get used to that, and appreciate the nimble way in which you can leave stalled car drivers meditating upon the inefficiency of their steel lounges.
The "modern" CD ignition means first time starting all the time and a steady tickover. The autolube system, the two-stroke oil is carried in a separate tank and metered into the petrol flow relative to the power in use, ends the messy business of pre-mixing the oil and petrol in a can before filling the tank. Oiled up plugs, once the bane of a two-stroke machine, are a thing of the past.
The front disk brake is less impressive than one might expect. With this type of machine, all the engine weight and most of the rider's is well over the rear wheel, making the rear brake, in effect, the main brake. We found the hydraulically operated front disk brake almost redundant in city traffic, though it would come more into play when touring. It had a distinctly "wooden" feel, though that might go with more use. The brake lever is set at an awkward angle; here form triumphs over function and the designers, intent on making it point at the same angle as the clutch lever, have it set pointing upwards about 30º more than most would find comfortable.
The large, round mirrors, set on tall stalks give a first-rate rear view. The seat hinges forward to reveal not the storage space you might expect, but the filler caps for the petrol and oil tanks and a pair of secure helmet holders. The left-hand rear "wing" has space to mount an optional extra spare wheel. Under the front of the seat is a useful bag hook. The front scuttle houses a capacious locker which can take an A4 file or three with ease.
This machine is an enduring classic. It has been around for over half a century. They have been thrashed, abused and loved in equal measure and have a reputation for going on for ever and ever. Far more satisfying to ride than a twist and go scooter, capable of doing 70 mph, this icon of affordable personal mobility is also enormous fun.
If you are tempted to join the very serious ranks of the "classic" scooter scene, it's a case of buy now while stocks last. New emissions regulations mean that this will be its last incarnation. To help you on the Vespa way dealers are offering it complete with a small screen, helmet, lock, gloves, rain trousers, a cargo net, can of two-stroke oil, free first service and 12-months warranty, all for € 3,595.