Vespa Largeframe Model Science
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In our first blog post on Vespa model lore, we explained how the idea for the Vespa came about and what the first Vespa models, the so-called Wideframesare made of. In the second part of our series, we now deal with the series that followed the Vespa Wideframe at the end of the 1960s: the Vespa Largeframe. The third part of our series has also been published in the meantime: Vespa Smallframe. And Modern Vespa and Lambretta are presented here.
In doing so, we clarify questions such as: Why was the Vespa Largeframe range developed and what are the differences to the Vespa Wideframe? What technical changes has the model range undergone? What do abbreviations like VBA or VBB mean and what special features and curiosities were there within the Largeframe series?
How can you recognise a Vespa Largeframe and what are the most important features?
Engine concept of the Vespa Largeframe is changed
With the introduction of the Largeframe models, the engine concept was changed. Whereas in the Wideframe series the swingarm and engine were bolted together separately, in the Largeframe both parts were now manufactured in one casting. This made the engine block not only more stable, but also significantly slimmer. Thanks to these technical changes, there was now also more space for the cylinder, which in turn had a positive side effect for the carburettor, which now found space above the cylinder. The carburettor flap, which still sat prominently in the tunnel area on the Wideframe, thus became obsolete. Piaggio's engineers also worked on other technical details: for example, the control of the kick starter was simplified, which was still relatively complicated and susceptible in the Wideframe series.
Design of the Vespa Largeframe becomes slimmer
But not only the inner life of the model series changed, Piaggio also revised the outer concept of the Vespa with the introduction of the Largeframe models. There was no longer a single cast frame, but a left and a right press mould, which were then manufactured in one piece. The handlebars were also split at the beginning. However, this was discarded a short time later - and only reintroduced some 20 years later. The revised engine design also eliminated the cut-out on the right-hand side cowl, in addition to the aforementioned carburettor flap. All these changes had the effect of making the vehicle lighter, stiffer and overall slimmer, which can also be seen in the more compact cheeks and the narrower leg shield.
The most important large-frame models
The success of the large-frame models, which began their triumphal march in 1957/58 with the Vespa 125 VNA and were produced with the Vespa PX model up to and including 2016, continues to this day. But during this long period of time, there were of course numerous smaller and larger modifications and thus also a relatively large variety of models. We present the most important models and modifications in this article.
Vespa Largeframe model range
The VNA model series of the Vespa Largeframe
The VNA was the first largeframe model and, as already mentioned, came onto the market in 1957/1958. Many details that the VNA series had at the beginning were discarded, changed or completely redesigned in the course of time. This is hardly surprising. After all, many components of the VNA still originated from the Wideframe series. These include the one-piece mudguard, the relatively wide leg shield, the Vespa lettering and the lamp, which with its 105 mm diameter was taken over from the "Struzzo". The VNA's basic equipment also still included kick strips in the tunnel area as well as the swinging saddle and luggage rack. But there were other details that were different on the first Largeframe than on the successor models. Firstly, the engine still had a piston-controlled intake. This was later controlled by a rotary valve - special models excepted. Secondly, the VNA already had a split handlebar, which was extremely advanced for the time. But this was discarded with the second generation and only reintroduced decades later.
The VBB model series of the Vespa Largeframe
With the second largeframe model, the VBB, not only the frame but also the mudguard was now made from two parts. In addition, the headlight was enlarged to 115 millimetres in diameter. As already described, the cast handlebar was now again made from only one piece, as had already been the case with the GS150, the last sport model in the Wideframe series. Another interesting detail that was changed with the VBB were the treads, which here were only attached to the footboard and replaced by a rubber mat in the tunnel area. With the VBB model series, Piaggio now also changed the engine concept from piston control to rotary valve intake.
Hint:
VNA stands for V=Vespa, N=125 cc, A=early model series
VBB stands for V=Vespa, B=150 cc, B=for later model series
GS4 or GS160 and SS180
This scooter, the successor to the GS150, introduced many important innovations and technical innovations. For example, the GS4 or GS160 was the first large-frame model to have 10-inch tyres out of the box. In addition, the swinging saddle disappeared and was now replaced by a seat. The spare wheel was also repositioned: instead of being in the front area, it was now under the removable side bonnet. A small flap in the side cheek served as the luggage compartment on the first series of the GS, while the second series had a glove compartment at the front.
What makes this model so special, however, is the piston steering. Actually no longer used in the largeframe series, this model was equipped with it, as was the subsequent SS180. Another special feature is the front fork, where a shock absorber was fitted to both models. This was the first time that a shock absorber and spring were combined in one - a unique feature until the Vespa PX, which came onto the market in 1977. The cylinder arrangement, the angled exhaust and the arrangement of the stud bolts were also unusual, as they were not installed in this form until the Vespa Rally. Furthermore, 60 mm stroke and a somewhat more compact engine were other striking features of the two progressive "outliers" of the largeframe series.
The Vespa GL
In the early 1960s, Piaggio decided to modernise the design of the Vespa somewhat. Not only were the scooters getting faster and faster, reaching up to 100 km/h, but the requirements were also changing. So the frame geometry was revised and the frame was made stiffer. In the course of this, the steering head angle as well as the caster and wheelbase were optimised, so that the subsequent scooter generations should be easier to steer.
But the Vespa GL should also look a bit sportier. Piaggio therefore decided to make the overall shape more angular and to equip the model with a trapezoidal headlight. The cascade was also made a little wider and more angular, just like the side bonnets. In addition, all 150cc models now had a spare wheel in the leg shield as well as a luggage compartment jaw, while the larger capacity classes had a glove compartment and the spare wheel under the side bonnet.
The Vespa Rally
At the beginning of the 1970s, Piaggio launched the penultimate model in the largeframe series, which was also the crowning achievement for many: the Vespa Rally. This was initially produced as a 180 cc version, later the Italian manufacturer also brought a model with 200 cc displacement onto the market. This made them the fastest Wasps available at the time. On the engine side, the more powerful versions can be recognised by the somewhat crooked manifold and the different arrangement of the cylinder.
On the purely visual side, however, the Vespa Rally impressed with the headlight enlarged to 135 mm, which was also retained in the last series of the Vespa Largeframe - the Vespa PX. In addition, a glove compartment and a spare wheel under the left side were part of the equipment. Before production ended at the end of the 1970s, the Vespa Rally was equipped with an electronic ignition system, making it a pioneer once again.
Vespa PX
The last large-frame model can look back on a history of no less than 40 years, which only came to an end in 2016. In its long history, numerous models of the Vespa PX found their way onto the market, bringing with them many changes over the course of time. These included modifications to the cascade, choke and petrol tap or the separate lubrication system.
The latter was established in all displacement classes with the Vespa PX Lusso. This had the advantage that petrol and oil were refuelled separately and the oil therefore had to be topped up much less frequently. Another important change was the disc brake, introduced in 1998, which gave the scooter a completely different braking feel. The clear glass headlights were also an important milestone, because thanks to reflector technology, Vespa riders now had much better illumination in road traffic.
VespaT5
As with many of its predecessors, the name of the Vespa T5 is also significant. Thus the Vespa GS stands for "Grand Sport", the Vespa SS for "Super Sport", the Vespa T4 for "Touring", the Vespa Rally for the model for rallying and the Vespa T5 for "Traversi cinque" (T=Traversi=overflow, 5=Cinque=Five). For the first time, this engine had five overflow ports built in, through which the petrol-air mixture could enter the cylinder. This type of cylinder layout was unique at the time and has since become the standard for modern two-stroke engines.
The Vespa T5 was Piaggio's attempt to transport the PX visually into the 1980s. In doing so, they also jumped on the trend towards angular shapes that characterised the era. For example, a sheet metal box was attached to the rear end above the standard rear end, which lengthened the PX rear end overall. This had the advantage that the seat could also be made longer and more comfortable. The tail light, bumper, large speedometer with integrated rev counter and the square headlight are also unmistakably designed in 80s style.
The Vespa T5 also had a lot to offer under the bonnet. With this type of modern cylinder arrangement, Piaggio had succeeded for the first time in constructing a 125 that could hold a candle to a 200 model in terms of performance. While the PX200 with 12 hp was the most powerful model to date, the T5 had the same power with less displacement and was very pleasant to ride at the same time.
VespaCosa
Visually controversial, interesting by the standards of the time and frowned upon by our experts Olli and Jesco: this is the Vespa Cosa, which was built from 1988 to 1998 and offered some interesting details. Storage compartment under the seat, a hydraulically operated integral brake system and an optionally available anti-lock braking system on the front wheel (EBC) were just some of the technical refinements that the model brought with it. Not only did the carburettor come with an electronic-based petrol tap and automatic starting system out of the box - a completely new feature at the time was an electronic rev counter with analogue display positioned centrally in the dashboard. Although the manufacturer wanted to replace the Vespa PX with this model, it not only continued to be built in the meantime, but was also produced and delivered long after the Vespa Cosa had ceased production.
Tips for entering the large-frame world
If you want to enter the largeframe world and get a taste of it, a good start is with a Vespa PX model, because these are available from around 2,000 euros in good condition (as of July 2021). The PX Lusso in particular is one of the inexpensive wasps, while the PX Mo-delle from 98' onwards offer slightly better technology, but at the same time are very prone to rust.
Those who prefer a retro look should look for a VNB, VBB or Sprint or Sprint Veloce, whose prices range between 2,000 and 3,000 euros. If you want to own a Vespa GS4 or Vespa Rally, you will have to dig a little deeper into your pocket. For models in good condition, prices can quickly reach five figures.
The advantage of the cheaper versions is that you can install a modern engine in all large-frame models at any time, as the large-frame engines are seamlessly interchangeable. This makes the purchase of such a model particularly interesting, because an oldie with a modern engine, for which a lot of accessories and tuning parts are available, promises hours of screwing and driving fun.
Vespa 125 (VNA1T-VNA2T)
years of construction 1957 to 1959
115.431 produced units
Vespa 125 (VNB1T-VNB6T)
years of construction 1959 to 1966
302.603 produced units
Vespa 125 GT (VNL1T, export model CH + F)
years of construction 1963 to 1964
Number of units produced unknown
Vespa 125 GT (VNL2T)
years of construction 1966 to 1973
51.582 produced units
Vespa 125 GTR (VNL2T, the "R" stands for "rinnovato")
years of construction 1968 to 1976
45,000 to 52,000 produced units
Vespa 125 Popolino (VNA1T, VNS1T - VNS6T, special model for the Italian and Swedish market)
years of construction 1958 to 1964/65
Number of units produced unknown
Vespa 125 Super (VNC1T, last Vespa on 8 inch wheels)
years of construction 1965 to 1969
24.146 produced units
Vespa 125 TS (VNL3T, stands for Turismo Speciale, transition model from GTR to PX)
years of construction 1975 to 1978
28.745 produced units
Vespa 150 (VBA1T, first model with fuel supply according to the rotary valve principle, produced only for the Italian market)
years of construction 1958 to 1960
124,040 produced units
Vespa 150 (VBB1T-VBB2T, VBB is the direct successor of the VBA)
years of construction 1960 to 1965)
272.260 produced units
Vespa 150 GL (VLA1T, The GL is visually larger, more luxurious and edgier, the engine is similar to that of the VBB but without nose piston and with modified transmission)
years of construction 1962 to 1965
79.854 produced units
Vespa 150 Sprint (VLB1T)
years of construction 1965 to 1974
203.922 produced units
Vespa 150 Sprint Veloce (VLB1T)
years of construction 1969 to 1976
144.168 produced units
Vespa 150 Super (VBC1T, successor of the VBB)
years of construction 1965 to 1979
553.808 produced units
Vespa 160 GS (VSB1T, in D "GS/4")
years of construction 1962 to 1964
62.461 produced units
Vespa 180 Rally (VSD1T, first top model with rotary valve controlled intake)
years of construction 1968 to 1973
26.495 produced units
Vespa 180 Super Sport (VSC1T, Successor of the 160 GS (GS/4) and predecessor of the Vespa 180 Rally.)
years of construction 1964 to 1968
35,700 produced units
Vespa 200 Rally (VSE1T, first Vespa with electronic ignition)
years of construction 1972 to 1979
41.275 produced units
Vespa Cosa (125 (VNR1T), 150 (VLR1T), 200 (VDR1M), 200 (VSR1T)
years of construction 1988 to 1998
Vespa P 200 E (VSX1T, it is also called "PX old" together with the PX models up to the Arcobaleno/Lusso)
Years of construction 1977 to 1982
About 160,000 produced units
Vespa PX (P 125 X, P 150 X / PX 150 E, P(X) 200 E, PX 80 E, PX 80/200 E Traveller, PX 125 E, PX 125 T5, PX 200 E (GS), PX 125, PX 200, PX 125, PX 150)
1977 until 2016
Source: wiki.germanscooterforum.de / Wikipedia
