Vespa GTS 2023 Launch Review

If you want to ease the monotony of the daily commute and shopping trips, buying a scooter is a terrific idea. And there’s no name more synonymous with scootering than Vespa. For a company that built their first scooter as a matter of post war necessity, their evolution is nothing short of spectacular.

Parent company Piaggio was formed in 1884 in Genoa, Italy. Initially specialising in luxury ship fit-outs, then railway locomotives, trucks, trams and buses, they started producing aircraft and seaplanes during the First World War. This led to the production of the P.108 Bombardiere, an aircraft bomber which was in service during WWII, making Piaggio factories a target for strategic military attacks (eventually flattened).

After WWII the Italian economy, roads and infrastructure were in a state of ruin, so Enrico Piaggio set out to produce an affordable motor scooter that could be ridden on bomb damaged roads. Inspired by the Cushman Airborne scooters that were airdropped by parachute during WWII, he enlisted Corradino D’Asciano, an aeronautical engineer (who ironically disliked motorbikes), and the first scooter was released in 1946.  With its 98cc two-stroke engine, and sinuous lines, Enrico Piaggio’s first impression of the scooter led him to exclaim “it sounds like a vespa!” (Vespa is latin for wasp). Winning the hearts of Italians for its practical yet pleasing design, Vespa helped drag Italy out of its post war slump.

Its step through layout appealed to the smart dressed men and women of the era, as it protected them from getting too dirty. It was also convenient for women wearing skirts and dresses, and it wasn’t long before the Vespas were featured in stylish magazines. This, and a cameo in the 1952 film Roman Holiday ridden by Gregory Peck and Audrey Hepburn through the streets of Rome, saw Vespa’s popularity evolve from affordable transport, to a symbol of beauty and freedom. By 1956 one million Vespas had been sold, and sales hit two million in 1960. Their popularity further increased through the 60’s thanks to British Mod culture (Britain was the second largest Vespa market outside Italy).

Ever the icon, modernisation throughout the decades has been sympathetic, always retaining original Vespa essence. The GTS range is inspired by the original “Vespone”, the name given to scooters with a bigger body and engine, a touring scooter if you will. In 2003, the GT 125 and 200 were released, and 2005 saw the introduction of the GTS 250. Here we are in 2023, and an all-new range of GTS Vespas are being bestowed upon us, consisting of the GTS Super 150, GTS Classic 300, and GTS SuperSport 300.

The GTS Super 150 draws on the heritage of sporty models like the 1955 Vespa GS 150, 1965 Vespa 190 SS, and the 1985 T5 “Pole Position”. Defining features include the graphite coloured rims, double upholstered seat with piping, and numerous chrome elements. Black handgrips, rubber foot bed inserts and front suspension spring add a sporty edge, and you can choose between three glossy pastel colours – Rosso Passione, Nero Vulcano and Bianco Innocenza.

With its glossy metallic paint and elegant chrome at every opportunity (mirrors, headlight surround, bodywork edging and steering cover) the GTS Classic 300 is the epitome of authentic Vespa. Available in Beige Sabbia, Nero Vulcano, or Verde Relax, it has a grey saddle with tone-on-tone stitching, which ties in with the grey handgrips and rubber inserts on the foot bed.

If sporty or contemporary is more your thing, the GTS SuperSport 300 is the scooter for you. Colours include the matte Nero Opaco and Verde Olivie, and the glossy Bianco Innocente. The bodywork edging is black, as are the mirrors, handgrips, rubber foot bed inserts, headlight and taillight surrounds. The carbon look steering cover on the shield, black saddle with contrasting orange neon double stitching, and neon orange stripes on the front and rear give off a competitive, modern vibe.

The GTS Super 150 is $10,630 ride away, while the GTS Classic 300 will set you back $13,230, and the GTS SuperSport 300 is an extra $300, at $13,530. Not cheap, but not unreasonable either. They are luxuriously Italian, after all, and the Vespa name brings a great deal of prestige to the table. Other 300cc scooters, such as the Honda NSS350 Forza, and Yamaha TMAX retail for just under $11,000 (depending on promotions), and, while they offer plenty in the technology and performance departments, the words stylish, or sexy, don’t come to mind.

For buyers on a tight budget, the price tag on the GTS range of Vespas might simply be too high. But it’s probably only a matter time until the extra cost can/will be justified. We attended the launch party for the GTS range, and I witnessed an impressive show of hands for those in the crowd that owned more than one Vespa. One devotee, it was declared, owned 5 Vespas! The cult following is undeniably strong.

Both the Classic 300 and SuperSport 300 are powered by the single cylinder 300 HPE (High Performance Engine), and the GTS Super 150 is propelled by the single cylinder i-get engine. The 300 HPE is the most high performance engine ever mounted on a Vespa, and they get extra bragging rights for improving efficiency, and lowering emissions. Our launch scooters were a fleet of Classic 300 and SuperSport 300 Vespas, so I’ll focus on these models from here.

Enhancing thermodynamic output, as well as reducing friction and engine noise were a big priority, and technicians have made vast improvements to various engine components accordingly. Valves lift with more thrust, reducing noise generated by timing, as well as better filling of the combustion chamber. A new high-pressure multi-jet injector also improves combustion, and the iridium spark plug adds extra performance and durability. The CVT (Continuously Variable Transmission) is composed of materials designed to reduce friction and engine noise, and is finished with a cover that is coated in sound absorbing material. The latest generation Magnetti Marelli MIUG4 ECU has better calculating capacity, contributing greatly to overall engine performance, start up and efficiency.

As with all preceding Vespa scooters, the body of the new GTS range is made from steel, which is 100% recyclable. Sturdy and meticulously formed, it emits an air of expert prestige as it comfortably encases you.

One thing that Vespas have got a bad wrap for is issues with high speed stability. 12-inch wheels make this difficult to combat. Nevertheless, Vespa has gone to a great deal of effort to improve stability by updating the framework of the front suspension and re-calibrating suspension settings, as well as widening the handlebars.

Handgrips are new, with smaller tips, brake levers have been repositioned, and controls are grouped into two chrome plated switch-blocks (very traditional). The seat has been upgraded, improving rider and passenger comfort, and wheels have also been revised with slimming solids and voids.

As the first scooter manufacturer to introduce ASR electronic traction control, Piaggio has it down to a fine art. It came as a surprise to me that a 300cc scooter would be equipped with such technology, but I’ve ridden GTS SuperSport 300 down a few dirt roads now and I applaud it. The double disc braking system has new callipers, and new Brembo brake pumps, with extra reassurance in the form of ABS, controlled by a Bosch ECU.

An all-new keyless starter system replaces the traditional key ignition with a round black knob. You push it in and turn it, before pressing the ignition switch (as long as you’ve got the proximity fob with you). It is simple yet effective. Additionally, the new 3-inch LCD instrumentation display, USB charging port, all-LED lights and indicators, and the VESPA MIA connectivity system, give the new GTS range a good sense of modernity.

Our route consisted of a scoot around the outskirts of the city, then a freeway cruise to an Italian winery restaurant for lunch. We had the pleasure of choosing from a selection of Classic 300 and SuperSport 300 GTS scooters, and my trusty steed for the day was the Verde Olivio SuperSport 300.

Immediately apparent is the effortless riding position. The redesigned seat is extremely comfortable, and the repositioned brake levers and updated handgrips help to enhance ergonomics. My 5”3’ frame was comfortably stretched out, and I can touch the ground with ease. The taller riders in our group didn’t appear at all cramped. The new mirrors are neat, easy to adjust, and provide great vision.

From the first moment we rolled out of the driveway I was impressed by the new 300 HPE engine. Piaggo technicians have been hard at it developing this new engine, and it shows. Throttle response is instantaneous, and with a superbly linear power curve, acceleration is rapid, yet silky smooth.

Brakes are strong, though lack initial bite. If you’re used to the stopping power of a high performance sports bike, you’ll be disappointed. Pulling one lever or the other offers average stopping power, but squeeze both and you’ll stop where you need to. The ABS is of great assistance, with minimal pulsing through the levers.

Our journey offered ample opportunity to assess handling capability, including substantial freeway travel. The GTS 300 SuperSport handles remarkably well in all applications. Overall weight is well distributed, and the steel body does a great job of distributing forces. Cornering is smooth and joyous, and high speed cruising is relaxing, without a hint of instability. Anyone that has owned preceding models, having battled through instability issues, will be rightfully excited.

The new keyless starting system makes things a little more streamlined. Not just when firing the engine up, but also popping open the glove box and seat. On the subject, the underseat storage is generous, with enough capacity for an open face helmet (or two depending on size)

I made good use of the USB charging port in the glove box. It’s a welcome addition, and the glove box is roomy enough for a phone and wallet/purse, amongst other small items.

Owning a Vespa shows anyone paying attention that you have great taste, and there are various accessory options to build on this, including (but not limited to):

Ergonomically favourable for all sizes, attractive colour options, and a faultless powerplant ensure the new GTS Vespa range ticks all the right boxes. With roots as the brainchild of an aeronautical engineer still running deep, craftsmanship is of an undeniably high standard, and as a champion of various cultural movements, Vespa’s new range of GTS scooters continues to exude great panache. Give mediocrity the boot - test ride a Vespa!

ENGINE
Type: Piaggio HPE 4 stroke single-cylinder
Capacity: 278cc
Bore x stroke: 75mm x 63mm
Cooling: Liquid
Lubrication: Wet sump
Fuel system: Electronic Injection
Ignition: Electronic, with variable advance; ASR traction control

PERFORMANCE
Claimed maximum power: 17.5 kW (23.8 HP) @ 8,250rpm
Claimed maximum torque: 26 Nm @ 5,250rpm

TRANSMISSION
Type: CVT with torque server
Clutch: Automatic centrifugal dry

CHASSIS AND RUNNING GEAR (same for GTS Super 150)
Load bearing structure: Sheet steell body with welded reinforcements
Front suspension: Single-sided swingarm with coil spring and hydraulic control
Rear suspension: Double hydraulic shock absorber with four-position load adjustment
Front brakes: Hydraulically operated 220mm stainless steel disc
Rear brakes: Hydraulically operated 220mm stainless steel disc
Front tyre: Tubeless 120/70 - 12”
Rear tyre: Tubeless 130/70 - 12”

DIMENSIONS AND CAPACITIES
Claimed kerb weight:
Seat height: 790mm
Wheelbase: 1380mm
Length/Width: 1980/767mm
Fuel capacity: 8.5L (including 2.0L reserve)
Fuel consumption: 30.3km/l
Emissions (CO2): 75 g/km
Emissions compliance: Euro 5

OTHER STUFF
GTS Super 150
Price: $10,630 ride away
Colours: Rosso Passione, Nero Vulcano and Bianco Innocenza

GTS Classic 300
Price: $13,230 ride away
Colours: Beige Sabbia, Nero Vulcano, Verde Relax

GTS SuperSport 300
Price: $13,530 ride away
Colours: gloss Bianco Innocente, matte Nero Opaco and Verde Olivie

Scooters supplied by: PS Importers
Warranty: 2 years, unlimited km