So, you have R55 000 burning a whole through the pocket of your Armani slacks. How will you blow it? A Rolex? A dirty weekend at
This, Michael Eastaugh from Vespa explains, is what the brand competes against. Not against another scooter or bike even. Because people hardly ever buy a Vespa out of a need to get mobile. It is a lifestyle choice; as in, will it be something from Versace or Vespa?
It is an iconic brand. Right up there with Levi’s and Coca Cola. In the motoring world, probably only Ferrari and Mini comes close. And in the two-wheeled world perhaps only Harley Davidson carries the same mystique. As in the old days of Xerox being used as a verb to replace photocopying, uninformed people refer to any scooter as a Vespa; it defines the whole sector. The many Indian-built Bajaj and LML versions scooting around just strengthens this notion. Companies kill for this kind of brand power.
And that was without any official representation in the country for so long. From now on, the future will even get brighter, with trendy upmarket showrooms in
With the plethora of cheap Chinese scooters flooding the country, the question is inevitable; why pay three times more for the cheapest Vespa - a 50cc - when you can have a 125cc scooter? Eastaugh has to face this question daily by cynics wandering into his showroom.
The point is, reiterates Eastaugh, that it cannot be compared with other scooters, let alone the Chinese variety, because people buy them for different reasons. You don’t buy a Vespa because you need transport. Its like comparing a Hyundai Tiburon with an Aston Martin; both are sporting choices that get you around with fun and fury, but boy, do they differ in every aspect!
The controls and instrumentation of the GT200L are familiar enough; standard scooter stuff. As is the starting procedure. Just twist the throttle and off I go. A novelty was the handy engine kill-switch, usually only found on motorcycles.
My only strong criticism is the flip-up side-stand that spring up by itself as soon as the scooter is lifted upright. It is easy to drop the scooter, not realising the side-stand flipped up.
The grunt is immediately noticeable (in comparison to the Chinese 125’s I am used to); a smooth, assertive pull at the sockets of my arms. Wheelies should be easy. But not right in front of the shop, with an apprehensive Eastaugh watching.
Scooters are remarkably easy to crash. Even experienced bikers are known to absent-mindedly crash into a wall by grabbing a fistful of throttle, forgetting that the automatic clutch bites at a little more than idling speed.
I made it onto the highway in one piece. Those first few moments on an unfamiliar scooter is always hairy. Soon, I reveled in keeping up with the hurried flow of cars and bakkies. With a 125, I usually have to ride on the shoulder of the road, even to let the big trucks pass. Especially to let the big trucks pass…
No, not on this baby. Like all the turbo Audi’s and compressor Merc’s, I made my bed in the fast lane. In fact, my most memorable experience was powering up hospital bend in that addictive way I only get to do on a big bike. Mentioning the speed, however, will have incriminating implications… To be able to this on a tiny scooter is remarkable.
The other major difference from the Chinese variety, was the plush ride. Most Chinese scooters hardly have any damping, resulting in a rock-hard ride. Oh, I forget, it doesn’t compete with the Chinese, or any scooter. But I think it is worth knowing what your R55 000,00 pays for.
Then of course, there is the tried-and-tested monocoque steel chassis, that is still a rarity among scooters. The chassis is clad in tasteful plastic moulds, and the quality of the paintwork is beyond reproach. I managed to deliver the scooter scratch-free; a bit of an unusual experience I must admit.
A pillion makes no difference in the pulling power, with so much grunt at hand. Steep inclines are tackled with disdain. But the best experience was to be able to effortlessly overtake cars and accelerate away from nerve-raking tight spots in traffic as I would on a big bike!
A friend who has bought the smaller version (LX150) is unhappy about the power, and is getting ready to upgrade to the 200. If you do have to leave the city for the suburbs often, especially using the highways, the 200 is a good investment. It is a big size for a scoot, but this is not quite a mega-scooter (like the Suzuki Burgman for instance), and the small chassis lends itself to an agility the mega scoots are not capable off.
And that is a scooter’s virtue: its inner-city maneuverability; cutting through slow-moving, stop-and-start traffic to get to the other side of the city-centre with the minimum of fuss and time. The small light, body flicks around through the tightest of turns, and here, even the 50cc is enough to power you through the maze and haze.
City-slicking does not come in a more effective package. There are no parking spaces to fight over and to pay for; just leave it on the pavement, throw your helmet in the cubbyhole under the seat and forget about it. In fact the cubby will take you and your pillion’s helmets, provided they are of the small, open-face type.
It also goes without saying that savings in fuel consumption and servicing is without parallel.
But this is true for any scooter. The Vespa is not particularly special in this regard.
What might come as a surprise however, is that the Vespa is actually affordable. Instead of paying a lump-sum of cash for a scooter that is too cheap to qualify for finance, running a Vespa can cost you around a R1000,00 per month. Use that lump-sum instead, says Eastaugh, for a deposit on a known, proven brand and have peace of mind. Not only will a Vespa last a lifetime, but it has actual resale value; a rarity in this market.
Buying cheap is expensive, as is proven by the many unhappy purchasers of Chinese scooters. It is ironic that commuters that make a purchase based on cost-saving, risk attracting more expenses through unreliable products. Apart from the dubious quality of the scooters, after-sales service is often non-existent, and parts availability only a promise in the sales pitch, making it a frustrating experience not worth the initial saving at all. Quick disclaimer: this is not true for every Chinese importer and reseller.
There is no reason why only lifestyle-conscious consumers should have the benefit of peace of mind and save money in the long run.
2007 Vespa GT200L “Granturismo”
www.vespa.co.za, customer careline: 0861VESPA
Bore x Stroke: 72 x 48.6mm
Claimed power: 14.9kW @ 8500rpm
Starter: Electric
Clutch: Automatic centrifugal
Transmission: Belt-drive, continuously variable
Claimed top speed: 119 km/h
Fuel consumption: 37 kilometres per litre at 60km/h
Fuel capacity: 10 litres
Weight: 138kg
Wheelbase: 1395mm
Seat Height: 790mm
Front suspension: Single trailing-arm with hydraulic shock-absorber
Rear suspension: Twin hydraulic shocks
Brakes: front; 220mm stainless-steel disks with twin-piston floating calipers. Rear; 220mm stainless-steel disk with twin, opposed piston calipers
Tyres: front; 120/70 x 12” rear; 130/70 x 12”
Warranty period: 1year, unlimited km
