Scootering March 2017 PREVIEW

FREE Vintage Scootering

reprint

Six of the best!

Vespa Nuova

d reviewed

ashes

Scooter tyres

phoenix phoenix from the

March 1997 #369 March 2017

PLUS

BONES

RETURNS

STYLISH COMEBACK FOR RB250 BONE-DOWN BEAST BEAUTIFUL OSAKA MODS

TV175: STU OWEN

WALKTHROUGH

JAPAN SPECIAL REPORT

‘Judge Dredd’ Vespa ■ Scooter World show ■ Coventry Music Museum ■ Sonic Boom Six interview ■ Vespa tech ■ Scooter Trader ■ Events ■ Your scoots ■ 2017 sprint preview ■ BSSO beginner’s race guide and much more…

CONTENTS 03Letter from the Editor 06Kickstart

72Sonic Boom Six Scootering Words & 74Sounds

14Bones Returns!

76Key to the door

20Scooter World – Newark

82TV175

25Letters

87Vespa VMA1T

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A warm welcome to March issue of Scootering.

The front section with all the latest news, views and product reviews!

The second reincarnation of this well put together chop.

Show report from the event organised by Classic Scooterist Magazine.

Feedback and full throttle responses from the readers.

Dealer spotlight

Don’t let appearances fool you – inside the HQ of Glasgow Lambretta.

– Mexican 36Scomadi Low Rider

Too cool for school, this TL200 from Nite Owl leads the way.

Nik interviews Laila Khan.

The best of words and music as reviewed

by Nik & Sarge.

A brilliant brace of beautiful birthday Vespas.

Stu Owen gives us a peek at a stunning example of the marque.

Italian stallion Christian Giarrizzo visits one classy lady and her classy Vespa.

Tech Torque

Dan continues his epic Vespa tech tuning saga.

97Tech Torque

Stu Owen brings us part 5 of his Lambretta restoration guide.

103Tech Torque

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Innocenti factory

45

Osaka Mods

49

Tent review

BSSO Beginner’s 112Race Guide

Fetish Scooter

51

115Scooter Trader

54Show us your scoots

128DNCC#40

Going over for the Lambretta 70th celebrations? Our guide to what’s left to see.

It’s a worldwide phenomenon; see how it’s done in Japan.

No longer just a throwaway item to be burned on site, this is your room for the night.

Unusual to say the least, see for yourself…

The best of our readers’ rides as sent in by you.

Jordan compares the most popular current scooter tyre choices.

107Sprinting Review

Stu Owen takes a look at last season’s top contenders and gives us an insight into what we can expect for 2017.

Paul Green continues his series on getting started in scooter racing.

Your sales and classifieds section – including Specialist Services & At A Glance.

Dave O brings us another classic blast from the past, it’s truly Dredd man...

57Coventry Music Museum 130Reader’s Ride 61Being Nik takes a tour to see what’s going down.

An update to the latest film, just before the premier launches.

66Club Do’s & Events

Your essential guide to the scene – What, Where & When!

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Stan takes a peek at a cracking reader’s ride.

Never miss from only £20 an issue Subscribe today on page 34

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70 YEARS OF

LAMBRETTA Change isn’t always a good thing or is it?

Stu Owen takes a look at the reasoning behind Lambretta model changes and upgrades...

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ver the years of production Innocenti gradually crafted the Lambretta into what many people regard as the world’s finest scooter.

Development was constant as the firm strove to perfect its product.

When Innocenti first introduced the Model A in 1947 it was inevitable that there would be changes to improve not only the engine but the whole chassis.

A quick succession of models appeared, aptly named the B, C, D, E and F and not forgetting the LD Mk.1 over a six to seven year period. By the time the LD Mk.2 was introduced the Lambretta was reliable, robust and was the first machine to really take hold in the UK. It sold in its thousands, probably due to those facts alone but maybe also because there were no upgrades throughout production. A customer buying a new model when it was launched would be getting virtually the same specification as one at the end of its production. This gave confidence that what you were buying wouldn’t be outdated within a few months – a far cry from today’s consumer world.

Without doubt when Innocenti launched new models they were obviously an improvement over their predecessor; that’s progress. What they didn’t do was make wholesale changes during any specific model production. Once the Slimstyle range or Series III as it’s more commonly known was introduced, this practise continued even more so. The Li series III first became available in late 1961 and stayed the same throughout its six year life until its demise in 1967. Between the 125cc and 150cc variants over 300,000 were produced and sold – it was by far Innocenti’s biggest ever selling Lambretta.

The Lambretta GP 200 and GP 200 electronic, the final models built by Innocenti – but was their technology out of date even by 1971?

It was also reassuring for the official dealers who sold the Lambretta to the public. They could order large quantities of machines confident in the fact that they wouldn’t get stuck with any specific model because it had just been upgraded.

Likewise it was the same with spares, not just on the mechanical side but also cosmetically. There was the odd exception like the short-lived TV 175 series 1 fiasco but in general the dealer would never have to worry about the problem of getting stuck with outdated stock.

Though this policy stood Innocenti in good stead, it possibly created an underlying problem. By striving for consistency, did they stifle development?

When the Li 150 series 1 was launched in 1958 it had virtually the same technology as the GP 200 which arrived some 11 years later. Of course there were changes in design style and the overall look, but no real advancement in engineering.

When the Li 150 series 1 was launched in 1958 it had virtually the same technology as the GP 200 which arrived some 11 years later.

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You could argue that the design was so good in the first place that it only ever needed tweaking here and there.

Whichever model was introduced it sold well, proof alone that the buying public were happy with what was on offer.

The sad demise of the GP range in 1971 brought down the curtain on Lambretta as we know it. Though production continued in Spain and India they were only using already available engineering on the models they built. For the Lambretta to have survived into the 1970s and beyond it would have needed to develop significantly. You only have to look how the Vespa has evolved in the last 50 years to see why constant development is required.

Unfortunately the new management who took over Innocenti in 1971 didn’t see it that way, as they invested elsewhere in the company. The question has to remain, did they do so because it would have meant significant funding and resources would be needed to move the Lambretta forward… due to the lack of progress in previous years? That is something we will never know, but had they decided to invest in the Lambretta I wonder what it would have looked like today? Stu

Bones

Returns

Bones is back...

Heavily modified frames utilising scooter engines and other parts have always had a polarising effect and this beautiful chopper is no different. But if any chopper could win over the most steadfast of ‘original’ scooterists, it’s this one.

Bones Returns…

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cooter-powered choppers always provoke a reaction – they probably have equal numbers of lovers and haters within the scene. Debates on pros and cons have been, and will continue to be, heatedly discussed. No need to continue the debate here though, as most individual opinions regarding radical machines are set fast in concrete. But for me personally, I can say I love them; particularly the thought which goes into a good one. One thing which has always struck me about scooter chops, especially Lambretta-based examples, is that in silhouette they exude something of a skeletal appearance. A bare and simple beauty uncovered.

Blast from the past

Outstanding detailing.

Spookily, Northumberland-based scooterist and engineer Tony Bowey has twice owned this particular machine. Back in the 80s when it was first chopped and christened Bones, and now, having re-acquired, refurbished and rebuilt his old steed. Today it’s simply named Bones Returns, and the name fits like a glove. After it was found by a friend of Tony’s, albeit only as a frame and forks, Tony was given the heads up. He got first dibs, bought it for the second time and set about building THE custom chopper that he would’ve had 30 years previously, if he’d had the cash to lavish on it back then. Having the ability, confidence and engineering knowhow made the physical makeover of Bones Returns a relatively straightforward task.

The fabrication work went pretty much as planned. That said, Tony did find having to wait for parts to arrive with him a bit frustrating. He told us: “Fabricating, building and putting it all together, including hand making a bespoke loom all went exactly as I wanted, waiting for parts was a killer.

I was impatient waiting for them to arrive.”

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The Glasgow Lambretta team – Alastair, John and David.

HIDDEN WONDERS TRADE

Scotland is the home of golf, whisky and Glasgow Lambretta. We sent Stan to see what’s on offer at one of the UK’s more northerly scooter workshops.

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rom the outside Glasgow Lambretta is a rather anonymous building situated in the city’s Maryhill district but inside it’s an absolute treasure trove. The name is also misleading as the workshop carries a full range of parts for all models of Lambretta, but also Vespa and LML Scooters too. It’s a story which, like so many others, starts with the humble Vespa 50. “We were all Mods at school,” said founder David MacKenzie. “Around 1982 I bought a 50 Special, caught the scootering bug and never looked back.” Glasgow Lambretta is the result of David’s lifelong passion, one shared with the other members of the team, Jon and Alastair. Founded over 20 years ago the brand has grown from humble origins to become one of the largest dealerships in Scotland. An authorised stockist of many leading brands including both SIP and AF Rayspeed, Glasgow Lambretta also specialises in supplying a wide range of tyres fitted to tubeless rims.

Don’t be fooled by appearances.

TLI G H

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TRADE

TLI G H

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Top left: Just part of the selection of parts held in stock. Top right: Completed restorations awaiting delivery to customers. Above: Works in progress.

Below right: All ages of machine are welcome – a TV175 awaiting restoration and GTS in for service. Bottom right: Among the items bought from closed dealerships is a wealth of NOS paperwork.

Exclusive products

In addition to being stocking the major scootering brands, Glasgow Lambretta also carries a range of unique products. “We want to bring quality at an affordable price,” said David. “Wherever possible we use British companies, for example, our stainless steel Lambretta fork link pivot bolt sets are all machined in the UK but some items have to be produced overseas to remain competitive.” By working directly with manufacturers Glasgow Lambretta can ensure quality is monitored and by avoiding wholesalers can pass those savings on to customers.

The firm’s exclusive range includes ‘chrome finish’ Ulma style racks, a range which David and the team have based on an original piece, updating the design to fit a wide range of scooters. In addition to period Lambrettas and Vespas the result

also fits modern Vespas and the often overlooked LML 4t machines.

At the time of our visit David was proudly showing off the latest arrivals, a range of reproduction Giuliari dual seats produced in black and red. Even on close inspection the quality of manufacture and materials is obvious as they stand close comparison to an original item. At £82 including seat post, fastenings and postage they’re exceptional value and demonstrate David’s determination to offer value for money.

The team were so proud of their mail order service that I set up a ‘mystery shopper’ test and, exactly as promised, the correct order arrived within 48 hours well packed and exactly as described. Glasgow Lambretta has a large internet presence with the website listing a wide range of items while a selection of more popular lines can be found in their eBay shop.

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Mexican Low Rider: Scomadi 200 With classic two-strokes being muscled onto the sidelines by new legislation, the four-stroke auto market is booming. From this, a new era of ‘dealer specials’ is being ushered in to run happily alongside the classic originals. This ‘Low Rider’ TL200 is a great example of just that...

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anuary 1, 2017, marked the implementation of regulations by the UK Department of Transport which effectively saw the end of new two-stroke motorcycles and scooters being offered for sale via dealers and trade. While public response to plastic, automatic, four-stroke scooters has been somewhat mixed, Scomadi is currently at the vanguard regarding new scooters.

Although the TL125 model and its younger, big sister model TL200, have only been commercially

MAN & MACHINE Name: Aaron Watts Job: Workshop owner.

Scooter club & town: Unlikables SC, Northampton.

When did you first became interested in scooters: 1978 through the Northern Soul scene.

First scooter: Vespa Primavera 125.

Favourite scooter model: Lambretta TS1.

Favourite style of custom scooter: The fully chromed style.

First rally or event: Skegness 80s.

How did you get there: Rode from Northants on a Lammy Li 125.

Favourite rally: Enjoying the Nationals at the moment.

What’s the furthest you’ve ever ridden on a scooter: Around 300 miles.

What do you like about rallies/events: Like catching up with friends from across the country, and the music.

What do you dislike about rallies/events: Bad showers, cliquey bastards.

What’s your favourite Scootering magazine feature: Feature scooters.

Your favourite custom/featured scooter of all time: Dazzle.

If you had to recommend one scooter part or item of riding kit what would it be: Armoured everything.

available in the UK since 2015 and 2016 respectively, they have found favour with many long-term classic scooter riders. The recently announced 400cc Scomadi being launched commercially in the not too distant future has added to the favourable buzz surrounding the firm.

With new two-stroke scooters having been forced out of showrooms by the Eurocrats, it’s either pay the astronomical asking price for restored classic scooters, or take on a basket case and rebuild it to your own specifications. Both options can be very damaging to the average bank balance.

Alternatively… you can embrace the new fourstroke machines. With Italian-inspired appearance, Chinese built engines and British design by two of the scooter scene’s top innovators, Scomadi could have the same sort of impact on today’s scene that the P-range Vespa had on the 80s scene and beyond. The Invasion of the Scomadi feature (Scootering June 2016) put a four-way ‘real world’ spotlight on the Scomadi TL125. Among the Scomadi owners giving their opinions was Aaron Watt, owner of Night Owl Scooters in Northampton.

Name of scooter & reason: Low Rider, based on/inspired by Mexican lowrider cars.

Scooter model: TL 200 Scomadi.

Date purchased & cost: 2016, £4000.

Inspiration for project: To show what I can do with scooters/Scomadis.

Are there are any specialised parts: Glitter wheels, various chrome, Suzuki piston and internals, PM variator and rollers, PM TFI unit, PM pipe.

Top speed & cruising speed: Only covered 100 miles so far, cruising 80mph, top 85-88mph(ish) at the moment, hoping for 90mph when run in.

Is the scooter reliable: 100%.

Paintwork & murals done by: Old Skool.

Paintwerkz and in house at Night Owl Scooters, Nothants.

Overall cost: £6000.

Is there anyone you wish to thank: All at Night Owl Scooters Northampton, George Stride on the build, Tony Martin on the engine, Sam Scotford on the paint, and everyone at Scomadi UK, top team.

I’m a big bloke weighing in at 18 stone. A Scomadi returning that sort of top speed with me on board isn’t a bad performer...

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Innocenti Factory visit

Fitting monument on the Lambretta roundabout.

The 70th anniversary of Lambretta’s first production run is celebrated in 2017, and for many readers a visit to the company’s factory site is high on next season’s wish list. Scootering paid a visit to see what remains.

Common sense, but we’ll say it anyway: most of the old Innocenti factory site is private property, surrounded by a security fence. Enter without permission and you’re in the wrong. End of discussion.

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he factory site is mostly derelict and that means potentially dangerous. Don’t expect a ‘where there’s blame there’s a claim’ lawyer to come running if you get injured. The buildings may look neglected but security guards do patrol them. When we visited the guards on duty that day were sympathetic and allowed us to get close to the buildings. Other guards who are not as sympathetic will ring the police.

Fortunately most of the site can be seen from the roadside.

The walk starts and finishes at a retail park where there is a McDonald’s but there are no cafes or shops on the route,

so take some water if it’s warm.

It’s possible to ride a circuit around the factory site but the roads can be busy.

We’d suggest plotting your route based on the landmarks below and then riding it first to work out where you want to stop without causing an accident.

Walking tour

The best way to see things is on foot.

This tour uses public footpaths and takes about an hour and a half, depending on how fast you walk. If you walk quickly it’ll take a little less – if you dawdle, a bit longer. If you get arrested for trespassing it could take quite some time.

Unless you’ve a complete grasp of Italian bus routes, the easiest way to visit the site is by car or scooter. This isn’t the prettiest area of Milan, so we’d suggest parking on the retail park near to the ‘Lambretta Roundabout’. To find this by sat-nav search for ‘Via Lambretta’ or, if you’re a fan of irony, 'Via Rinaldo Piaggio’ as the roundabout is where the two roads meet.

The iconic water tower.

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Above left: Although the water tower was later moved this model at the Scooter Museum gives an idea of the factory’s size. The ‘1940s’ gate can be seen at the left of the image then working left to right Studio Centrale, and the factory gates. The surviving pavilions are the first banks of three and two to the right of the model’s river.

Above right: Currently undergoing restoration at Casa Lambretta is an FDC Lambretta three wheeler with a rear body designed by Ghia. This particular machine spent its entire working life on the factory site as the emergency first aid vehicle! Below: Close-ups of the pavilion. Difficult to imagine what a hive of industry this once was.

Lambretta Monument and Water Tower

Unveiled in 2014, the roundabout is intended as a lasting memorial to the importance of Lambretta to the area. It consists of a stainless steel structure, reminiscent of the old Lambretta display stands, containing a Series 2 LI. Surprisingly this isn’t a fibreglass mock-up or representative shell. It’s a genuine machine, so complete that it looks capable of being ridden. It would probably last about 24 hours in the UK. From the monument turn right at the roundabout onto Via Caduti De Marcinelle (keeping the Alta Sfer store to your right-hand side). The first landmark is the water tower on your right. The Innocenti logo has long since disappeared beneath

Deserted office block.

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graffiti and in an effort to prevent further damage the ladder has recently been severed.

The factory pavilions

The two surviving factory pavilions can be found on the left of this road and it’s only here that the scale of production becomes readily apparent. At one time the factory canteens were catering for 7000 people and there were on-site dentists, doctors and opticians.

The first pavilion is largely intact and is the kind of place that guard dogs call home. The second pavilion is in much worse condition, the roof is missing, as is most of the wall cladding and foliage is slowly taking over. It’s incredible to think that beneath this undergrowth are

a network of tunnels that once transported gas, water and electricity to the exact spot in the factory where it was required.

Metal shavings from machinery were funnelled down into the same tunnels and transported to the factory’s foundry where they were immediately recycled.

On reaching the end of the second pavilion, just before the flyover, turn left along a footpath that leads to a car park.

This too has its place in Innocenti’s history, having been the storage area for Italian-built Mini cars awaiting delivery.

Office blocks

Once at the main road (Via Raffaele Rubattino) turn right, walk under the flyover and go straight ahead at the roundabout, walking over the Lambro

And now for something completely different

Hedgehogs TERING OO

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Revenge!

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Thought you’d seen it all?

Well look again, because I’ve certainly never seen anything like this before… at least not with a scooter involved!

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very now and then something pops into the Scootering mailbox which makes me stop for a minute, take a second look, and then slowly mouth the words….’what the f**k’? In the best possible way, this was one of those moments. When I clicked open the professional hi-res images sent in by Killer Heels Photography, I initially recoiled from my screen with surprise. I was further distracted as Gaz looked over my shoulder in the office and asked if he could have a copy laminated… my confusion peaked.

Once I’d got over the shock of the gimp model, and started to appreciate the scooter…my initial concerns faded, and I saw this for what it was: a bit of fun. Bill and Seth, members of the Buchan Coasters Scooter Club, organised this shoot.

Killer Heels’ usual style is, as you may have guessed, fetish photography so this is a break for the norm for both him and us. So my initial question was… why?