The Vespa PX-150E

The growth in popularity of Japanese motorcycles in the seventies and eighties posed a challenge to Piaggio to create a scooter that was relevant to the times and catered to the needs of an increasingly upwardly mobile generation.

Initially released in 1977 with 125 and 200 cc variants, the PX built upon the Vespa legacy of style, mobility and practicality of its GS, 50 and SS models and added turn indicator lights, anti-theft cowls, a telescopic hydraulic front damper, and electric ignition (on the 150E) to further cement Piaggio as the world's foremost scooter manufacturer in the modern era.

The PX had boxy, angular lines that were representative of automotive design at the time - a significant departure from the smooth, curved lines of prior Vespa models, for better or for worse. Since the PX was conceived to be a major player in the global motorcycle market, amenities and social compliance would be the operative terms for the PX-150E in its various iterations in the years to come.

The PX was the first Vespa to incorporate safety features such as turn signals integrated at the legshield and the cowls, mounted side mirrors, and an innovative front damper that reduced front end braking dive while permitting longer travel and increased trail for improved handling. The convenience of individual tanks for fuel and oil eliminated the need to apply a proportionate pre-mix of fuel and oil for regular use. A battery was also introduced in the PX for electric ignition purposes, while all other electrical functions were still managed by the mechanical stator.

In terms of performance, the PX-150E generates 6.6 kW at 5,700 rpm with maximum torque at 11.9 Nm at 4,000 rpm for a top speed of 95 km/h. The fuel system is an oil-petrol mixture via the carburetor with variable flow automatic mixer and throttle drive. Forced air handles cooling while lubrication is done via a separate tank with an automatic oil pump. Fuel mileage is an economical 30 Kms for every liter of fuel. The latest PX-150E is compliant with both the emission standards of the EPA and the safety regulations of the DOT. Decades of trouble-free usage is assured as long as oil level and battery and cable health are routinely observed, along with an annual oil change. It also helps that the Vespa's solid cast-iron engine is virtually bullet-proof, will outlast the hardiest automotive engine at any class and is the hallmark of the Vespa's legendary durability.

While many may find its two-stroke engine to be uncomfortably noisy and trembly, it however provides enough torque to accelerate from zero to 60 Km/h in a city-respectable 12 seconds. Horizontally aligned with a direct drive mechanism, the engine provides better response than its belt-driven counterparts to enable the PX to accelerate from standstill to a safe distance from cars to compensate for its lower top speed.

Riding the PX is an experience in itself because Vespas are so much more than the sum of its parts. When you ride a Vespa, you are not merely riding a scooter. You are taking in a piece of Italian history.

The Vespa was designed to be foremost a daily city commuter. While its pressed steel monocoque frame gave it a distinct style by hiding what Piaggio perceived as an unsightly engine, it served a dual purpose by protecting the mechanicals from the elements for easier cleaning. A spacious utility compartment is placed behind the legshield to stow away tools, riding gloves and other whatnot. The PX is also a breeze to snake through traffic because of small 3.5 10" wheels that make it easy to maintain balance despite a high center of gravity.

An upright seating position provides comfort and an excellent view of the road. Controls, switches and gauges are well-laid out and do not distract the rider. The left-hand cowl doubles as a convenient spare tire compartment.

However, the Vespa does have its quirks and oddities that define its character. Foremost is its manual four-speed transmission that is disengaged by pulling on the clutch lever and twisting the left handlebar assembly. Shifting gears may take some getting used to. The placement of the engine on the right-hand cowl produces a weight imbalance on the PX that compels the rider to sit in an offset position to counter the weight bias. A word of caution on the brakes: hard braking locks the rear drum brake and produces the infamous Vespa fishtail that is particularly perilous on slippery roads. Front and rear drum brakes came standard on all Vespas until 2003 with the introduction of a front disc brake.

Many people may wonder how a motorcycle with a high center of gravity, weight imbalance, and nervous braking could actually attract a highly devoted following, but such is the mystery of the Vespa. It just works.

The PX-150E is the preferred vintage scooter of our local riding scene and this is not merely due to the lack of availability of other models. The PX offers a superior balance of performance, reliability, convenience and retro-style that can't be beaten by the rarest vintage scooter and the most advanced motorcycles. It is no wonder that the PX-150E is the largest-selling Vespa in Piaggio's history and may no easily be found in the shadows of New York's skyscrapers than in the back-alleys of India and the islands of the Caribbean.

The Vespa has endeared itself to all motorcycle enthusiasts since 1945 and was instrumental in the rebuilding of a war-ravaged Italy to industrial prominence. It is a success story of Italian ingenuity and resolve that is characteristic of the PX-150E and of its ardent following.

Vespaña!

Vespas are big in Spain.

Part of my usual travel itinerary includes a pilgrimage to the local Piaggio dealership in homage to the quirky two-wheeled wonder first introduced by Italian Corradino D'Ascanio in 1945. My recent trip to Madrid would be no exception.


It came as a pleasant surprise that most of the Vespas that were buzzing about Madrid were '77 to present-day PX-150Es, being that I ride one myself. This is in stark contrast to my last visit to Rome and Florence, Italy where most of the Vespas were predominantly automatic ETs and GTs, with only a few old battered PXs scarcely strewn about.

The local Piaggio dealership in Madrid is just a stone's throw away from the Atocha subway station and is easy to find. Parked in front of the shop were pre-owned scoots like Hexagons, X9s and Skippers that were probably for sale. I had to wait for about 2 hours until 3PM for the shop to re-open since afternoon siestas were the norm in Spain, after all.

The shop's personnel hardly spoke a word of English, but it didn't matter. Every spare part of most Vespa models are illustrated, indexed and filed in their computer database so you can just point out the particular item that you want. Besides, Vespa riders speak a common language that transcends language barriers, so dealing with these guys won't be a problem for us grizzled vespies.

Vespa Madrid sells the full line of current Piaggio scooters, spare parts, riding attire and other accessories. Do drop by if you're in town. It is located at 94 Atocha Street, Madrid, Spain with email address: 01798a01@piaggio.intelideas.com.

Viva Vespaña!

Battered by a Battery

I have no illusions of pretending to be a grease monkey. I suppose there are people who are naturally inclined to the mechanical workings of crankshafts, gears and fuel combustion engines. But I am not one of them no matter how hard I try. And I've tried.

So the day comes when you have to change your battery and you think that's it's just a walk in the park, right?

Wrong.

Ok. So you buy a battery from a reputable seller and they give you a bottle of what appears to be distilled water. Just put it inside they say. Fine.

I'll leave out some gruesome details to cut a short story shorter, so I'll just put it this way: the next time you buy an automotive battery and you decide to mount it yourself, take my advice and read the manual. Thoroughly. If the manual says that you remove this cap and replace that and so on - you just do it. In my case, it was mistake number one.

Ok, so now let's put the water in the terminals. No problem. That is, if you don't have a funnel. But you try anyway since you tell yourself "hey, it's just water." Mistake number two.

One of the basic truths in life is this: the moment water, when it comes into contact with the innards of a battery, turns to acid. Greasy, itchy, abrasive, poisonous acid. And the initial contact bewteen water and battery plate releases a pungent puff of smoke that you are advised to stay well clear of.

Another thing worth mentioning is that whenever you fill a battery, make sure that you either do it in the light of day or at least in an extremely well-lighted place. That supposed-to-be-translucent plastic battery shell is particularly useless at night. You simply can't tell if you've put in enough water or not. Mistake number three.

Because of my spirited application of distilled water, and not knowing that the battery is filled until it overflowed, I've got acid all over my hands. And my inner elbow. And my thigh. And my neck. Let's just say that the next time you decide to overflow a battery with water and you get a sudden urge to scratch any itchy part of your anatomy, don't.

Oh and one more thing - don't get the battery's positive and negative terminals mixed up. Your ride will thank you for it.

On the bright side, however, is the instant gratification you get when the battery is finally mounted properly and you turn on the ignition to the emphatic sound of a one-click start that you haven't heard for quite a while. It is wondrous music to any rider's ears and is well worth the price of admission.