Scooter Long Term Test Vespa GTS 250 i.e. long-term test Our long-term Vespa GTS 250 i.e. is all about freedom of movement
Words by PETE CALLAGHAN, photography by LOU MARTIN Our long-term Vespa GTS 250 i.e. continues to prove the old adage that time flies when you’re having fun. The black beauty has been on the twowheels fleet for just on four months now (as of early March 2006), and has been in almost constant demand since we first took delivery on October 26, 2005.
At the time of writing, 2870km have passed under the Vespa’s 12-inch wheels, and I’m happy to report that we’ve had a largely trouble-free run. One small glitch was a bulb in the rear right-side indicator giving up the ghost on the Vespa’s very first outing. This was fixed a few weeks later during the first service at Scooteria, with the new bulb costing the princely sum of $4.00.
The only other drama has been a punctured rear tyre – a victim of the rubbish and detritus that litter the emergency lanes I’m often forced to use to avoid those wonderful Sydney traffic snarls on my daily 50km commute. Once again, Scooteria came to the rescue with a new Pirelli GTS24 rear bag to replace the holed Sawa Monsum that was fitted to the Vespa from new.
 As the kilometres have mounted up on the Vespa’s odometer, we’ve noticed the engine has become much freer-revving, and that fuel efficiency has improved as the various bits of metal inside the 244cc Quasar single-cylinder motor have become better acquainted. Early on, the GTS would have us heading for a petrol station whenever the tripmeter racked up 200km, but we’re now getting up to 230km before the last bar on the digital fuel gauge signals a fresh dose of premium unleaded is required. Interestingly, the average consumption has increased marginally from 3.23L/100km to 3.74L/100km, but I reckon that’s down to the Vespa being used more often by certain heavy-handed staffers.
Filling up has given rise to one complaint, however. The fuel filler on the GTS is poorly designed, which makes it difficult to gauge when the 9.2-litre tank is actually full. If you don’t take your time and keep a close eye on the filler, you’ll end up with fuel spurting out of the filler neck and into the storage bin under the seat. Fuel also tends to leak out of the overflow pipe beneath the engine, which can lead to a nasty puddle under the Vespa or, in Jeremy’s case, a Converse All-Star sneaker thoroughly soaked with 95-octane goodness.
Out on the road, the GTS continues to impress with its performance and versatility. It regularly and happily runs with the traffic on the M2 Motorway at 110km/h, with enough in reserve for overtaking moves, and its performance isn’t adversely affected at all with a pillion on board, although we’re talking about carting around the very svelte Mrs C rather than the more robustly-constructed Mr Martin.
 Jeremy’s made mention of the fact that he wouldn’t mind a little more spring in the Vespa’s suspension. It’s not something I’ve noticed, but then he’s packing a decent 10kg more than I am. Suffice it to say that GTS is a pretty snappy handler all told, and is coping well with the worst that Sydney’s roads can dish out.
It’s likely that JB’s desire for a little more spring could have arisen from the fact that we’ve loaded the Vespa up with a full range of genuine accessories – comprising a short windscreen, folding front rack, 42-litre topbox, rubber floormats, longer chrome bar-end weights and chromed running bars. We’ve also got a magnetic hot cover, but haven’t had much cause to use it over the summer months.
From a styling point of view, the new gear has made the good-looking GTS even sweeter eye candy, and the front rack and topbox have given some very useful extra carrying capacity, especially as the underseat storage bin struggles to take even an open-face helmet. The topbox requires its own key, however – it would be more convenient if it were keyed alike to the ignition.
 On the downside, the screen gives a noisier ride because it redirects the windblast right at helmet level, while comments have been muttered about the running bars making the centrestand a little harder to operate because they sit out from the bodywork by a few centimetres and can get in the way.
Everything else is peachy though, and the GTS 250 has won plenty of friends around the office for its sheer ease of use and effortless performance. PS Importers are going to want the scoot back eventually, but I reckon they’ll have a fight on their hands when it finally comes time to hand it over.
Counting the cost
In just over four months’ of use, our GTS 250 i.e. has had two visits to Scooteria’s Annandale workshop in Sydney’s inner west – one for its first service and the other to have the accessories and a new rear tyre fitted.
 First service
Odometer: 1755km
Oil filter change $25.00
Gearbox oil change $8.25
Engine oil change - Synthetic $26.00
Indicator bulb $4.00
Workshop supplies $5.75
Labour charges (includes loan scooter cost) $154.00
Total $223.00
Accessories
42-litre topbox $395.00
Front rack $299.90
Windscreen $199.00
Rubber floormat $69.00
Chrome running bars $449.00
Chrome bar-end weights $45.00
Magnetic hot cover $249.00
Fitting costs (1.5hrs) $132.00
New rear tyre - Pirelli GTS24 $69.00
Fitting cost (0.5hr) $38.50
Fuel consumption
Total distance travelled 2870km
Total fuel used 107.45 litres
Average fuel consumption 3.74L/100km
As published in TW SCOOTER MAGAZINE - 23/03/2006
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