VSX VESPA HISTORY

VESPA P200E
PIAGGIO 200cc ELETTROTECNICA

Model Number: VSX1T

INTRODUCED: 1977

DISCONTINUED: 1982

Manufactured in: Genoa, Italy

VERSIONS: UK spec, Canadian spec, Euro spec, USA spec, Asia spec

Style Variations: P150X, PX150E, PK125, PX125E, T5, T5- Classsic, PX200

Comments: 'The P200E was the Last of the true 'round-ish classic style Vespas. Later this Vespa was replaced by the VERY square PX200. Which is generally considered unattractive for it's pure 1980's

cube-like styling.' The British P200 alters slightly from the USA version.

STOCK SPECS:

1977 - 1982

Casing mouth: 3 transfer ports Induction: disc valve Bore: 66.5 mm Stroke: 57 mm	Cubic capacity: 198 cc Compression ratio: 9.8: 1 Bhp at rpm: 12 @ 5700 Con rod length:110mm	Piston compression height: 42.5mm Piston type: domed Small end diameter:16mm Big end diameter:20mm
Flywheel side bearing: .... Drive side bearing: 613912 Input shaft bearing:6302 Output shaft bearing (flywheel side): Rear wheel bearing:6204C4	Flywheel side oil seal: 24x35x6 Drive side oil seal: 31x62x4.3/5.8 Rear hub oil seal: 30x47x6	Top Speed: 120Kmh/75Mph

PIAGGIO HISTORY:

Vespa's timeless design comes from an equally timeless company - Piaggio has been a distinguished innovator in the field of transportation for nearly 120 years.

Piaggio was founded in Genoa, Italy in 1884 by twenty-year-old Rinaldo Piaggio. Rinaldo's business began with luxury ship fitting. But by the end of the century, Piaggio was also producing rail carriages, luxury coaches, truck bodies, engines, and trains.

With the onset of World War I, the company forged new ground with the production of airplanes and seaplanes.

In 1917 Piaggio bought a new plant in Pisa, and four years later it took over a small plant in Pontedera in the Tuscany region of Italy. It was this plant in Pontedera which became its new center for aeronautical production (propellers, engines and complete aircraft).

During World War II, the Pontedera plant built the state-of-the-art P 108 four-engine aircraft, in both passenger and bomber versions. However, the plant was completely destroyed by Allied bombers due to its military importance. Piaggio came out of the conflict with its Pontedera plant in complete ruin. Enrico Piaggio was at the helm, having taken over from his father Rinaldo. Concerned about the disastrous state of the roads and the Italian economy, Enrico decided to focus the Company's attention on the personal mobility needs of the Italian people.

Enter Corradino D'Ascanio, Piaggio's ingenious aeronautical engineer who designed, constructed and flew the first modern helicopter. D'Ascanio set out to design a simple, sturdy, and economical vehicle that was also comfortable and elegant.

D'Ascanio, who could not stand motorcycles, dreamed up a revolutionary new vehicle. Drawing from the latest aeronautical technology, he imagined a vehicle built on a "monocoque" (French for "single shell") or unibody

steel chassis. Furthermore, the front fork, like a plane's landing gear, allowed for easy wheel changing.

The result was an aircraft-inspired design that to this day remains forward-thinking and unique among all other two-wheeled vehicles.

Upon seeing the vehicle, Enrico Piaggio remarked "Sembra una Vespa!" ("It looks like a wasp!") This was a

real two-wheeled utility vehicle. But it did not resemble an uncomfortable and noisy motorcycle. The steel

frame's shape protected the rider from road dirt and debris. It emanated class and elegance at first glance.

By the end of 1949, 35,000 units had been produced. Italy was getting over its war wounds and getting about

on Vespas. In ten years, one million were produced. By the mid-fifties, Vespa was being produced in Germany, Great Britain, France, Belgium, Spain and, of course, Italy.

The Genoa Italy Factory

ABOUT THE 'P'

The P-Series Vespas were conceived and launched in the late 1970's and were intended to replace the entire Super/Sprint/Rally series in one fell swoop. The P was a totally redesigned Vespa from top to bottom and was sold in 125cc, 150cc, and 200cc trim. It kept the basic motor and layout of the earlier scooters, but corrected many of the problems that had been hampering the Vespa design since its beginnings. The body was totally redesigned to look "more modern" and had a very different style from the earlier models.

The front suspension was vastly improved, as was the speedometer. Finally, a decent 12 volt lighting system

was installed on a Vespa. This, along with a bigger headlight and functional turn signals, made the scooter

much safer on the road. The electronic ignition system was improved as well. Initially, the electronic system was only available on 200cc models, but with the introduction of the PX models in 1983, it became standard on all

P-Series Vespas. Since these were the last of the Vespa line to be sold in the United States, they are certainly

the most common American Vespa found. Even so, prices for P200E's in particular are shooting ever higher since they are the most practical Vespa on the road. And rare Euro models fetch even higher prices. P's are

not quite as stylish as the older models, but they are considered the "workhorse" scooter... they will get you to where you need to go reliably. Plus, they are certainly more beautiful than their European or Japanese scooter contemporaries.

All of the P series Vespas sold in the U.S. came with items that were sometimes options in other markets.

All U.S. specification P's had turn signals, 12 volt electrical system, and automatic two stroke oil injection.

Other differences mandated by the U.S. Department of Transportation include side marker reflectors on the front

fender, a large and ugly square tail-light and license plate holder, a lighted neutral indicator, and a large plastic fuel tap lever. As far as is known, no Vespa P150X's were officially sold in the U.S., so we only received the P125X and the P200E. Later only the PX150E was imported, but it was brought in only in small quantities.

There are quite a few PX's that have recently come into the U.S. through so-called gray market importers. All PX's have some nice improvements over the earlier 'P' mark 1 models. They have gas gauges, locking cowls, electronic ignition on the 150 and 125cc models, improved front forks, electric start, improved lighting, larger gloveboxes, and more comfortable seats. The last models of the P have disc front brakes, a long overdue improvement! However, the PX tradeoff came in the form of an even more squared off bodystyle.

On the road: The performance of all of the P models was a marked improvement over earlier Vespas, and it shows on the road. They are Fast, reliable, and stable. The P is certainly the smoothest of all the Vespas. The lights are good, as are the brakes (when maintained), and they have power enough to keep up with and surpass freeway traffic. The P200E is a favorite of seasoned scooterists due to its high power and low maintenance. I have heard of P series Vespas reaching 90,000 miles - and 50,000 mile veterans are not uncommon.

Parts availability: Almost every part for P-Series Vespas is available. Parts are still being produced in Italy

and elsewhere, and there are enough scooters still around to keep the parts suppliers happy for many years to come.

Performance: Vespa's and Lambretta's are highly tunable. From upping the displacment to reedblocks to adding turbos. Unknowing to many sportbikers, especially in America where you often find some ignorance of Vespa/Lambretta. Companies like Piaggio Co have long continued to have strong relations with renowned motorbike manufacturers such as Ducati and Aprilia. Many accessories and enhancements are available for Vespa from a broad range of celebrated Italian/European sportbike performance masters, such as: LeoVince, Scorpion Racing, Jim Lomas, Bitubo, Polini, Ducati, Grimeca and Mikuni (Japan). As for performance, power to weight come into play when such parts are applied to Vespa or Lambretta. The end result is the reality of a very fast well tuned italian scooter accelerating and outrunning many so called "Sportsbikes". Though often this reality can be somewhat unsettling to some motorcyclists. Vespa and Lambretta are indeed exotic bikes. And it is not uncommon to find them as ornaments in various Maserati and Ferrari car showrooms. The pure mix of history, power and elegance of these bikes can not be ignored. Pure Italian Art.