The Lambretta Story Cycle World, July 1968 Italy, more than any other country, is known for

its motorscooters. In the movies, a photograph of Rome, or in a story about this sunbathed country, the motorscooter is an obvious feature in the Italian way of life. The name most often mentioned when scooters are discussed is Lambretta, and the story of this marque is a study of the post-war industrialization of Italy. The Lambretta, like many of its European brothers, is locked up and interwoven with a parent company that produces many other products in addition to its two-wheeled vehicles. The story of this legendary scooter actually began in 1922, when Ferdinando Innocenti moved to Rome from his native Pescia for the purpose of building a factory. The product of this enterprising industrialist was steel tubing, and such ingenuity was involved that Innocenli's wares became renowned throughout Europe. In 1931, Ferdinando moved to Milan, which had become the industrial center of Italy, and a new and much larger factory was built. Mr. Innocenti developed a seamless steel tube for industry, and 6000 people were employed in this plant. Then came World War II, and the factory was reduced to a smoldering pile of rubble. After the war, Ferdinando was faced with the job of rebuilding, which was a formidable task because the whole Italian productive economy was a shambles. This challenge seemed to inspire the aging Innocenti, however, and the energy and vision that he manifested are today considered to be genius in stature. The primary need, as Ferdinando saw it, was twofold in nature. The first was to begin production of industrial equipment and heavy machinery, and the second was to provide a cheap and reliable method of transportation. To effect this, the new factory was divided into two divisions-the heavy equipment division and the motor division. The motor division has since been divided into two sections-the scooter section and the car section. When Ferdinando viewed his war damaged homeland in 1946, he saw the roads torn up, cities leveled, and the populace left with little means of transportation. Like Mr. Piaggio, he reasoned that the answer to the transportation problem, was the motorscooter-a vehicle that would feature a low production cost, be inexpensive to operate, and would offer better weather protection than a motorcycle. The wisdom of Ferdinando's decision can be judged by the fact that today 50 percent of the Italian motor vehicles on the roads are scooters-one for every 25 inhabitants of the country. Altogether, over 3.5 million Lambrettas have been produced, and 40 percent of the current 200,000 annual production is exported to all corners of the world. The production of motorscooters began in 1947, after one year had been spent in developing and testing the prototype model. The first Lambretta was quite naturally named the Model A, and it featured a single-cylinder two-stroke engine with a bore and stroke of 52 by 58 mm. This provided a displacement of 123 cc, and 4.2 bhp was developed at 4400 rpm. Operating on a 6:1 compression ratio, the Model A delivered up to 120 mpg-a strong selling point in gasoline scarce Italy. The frame into which this little engine was in-mounted was a tubular-panel type with a floorboard on which the rider put his feet. The Lambretta "A" type Two seats were provided-one for the rider and one for the passenger. A leg shield at the front of the floorboard provided some protection in the event of rain, and a windshield helped protect the rest of the rider's body. The rider's comfort was cared for by leading-link front and torsion bar rear suspension. A point to make here is that, in 1947, about 90 percent of the world's motorcycles still featured a rigid frame,

and probably a half still employed the girder front fork. The 158 lb. Lambretta, therefore, was a very advanced little vehicle-at least as far as riding comfort was concerned! The gearbox on the Model A was a threespeed unit with ratios of 4.17, 6.12, and 12.3, and gear shifting was accomplished by a heel-toe lever on the floorboard. Drive was by chain. Tire size was 3.50 by 7inch. Internal expanding brakes were used on both wheels, and the wheelbase was 48.8 inches. Top speed was something like 42 mph-a speed that must have seemed very rapid when dodging all the potholes in the war ravaged roads! The following year, the Innocenti Corporation began production of several three wheeled scootertruck combinations, which was an ingenious approach to the hauling of goods and supplies. Four models were built, including three closed panel models, and one open bed affair. On all four models, the cargo compartment was mounted in the front end of the scooter, and two wheels were spread wide to make the thing stable. A car type rack-and-pinion steering mechanism was used, and the gear ratios were lowered so that top speed was only 31 mph on a 6.5:1 third gear. The tire sizes also were enlarged to 3.50-8, and the weight was 330 lbs. The hauling capacity was a surprising 440 lbs, which made the truck a popular rig with businessmen. The creative genius of Ferdinando was not content to sit still, of course, and the scooter underwent constant development. In 1949, the Model B was introduced, and this scooter was the first Lambretta to be exported in goodly numbers. The powerplant was basically identical to the Model A, but a new method of gear shifting was adopted that is still used today. Gear shifting on the B was done by merely twisting the handlegrip on the right handlebar, plus using the orthodox hand clutch lever on the left handlebar. The weight of the Model B also was reduced to Only 130 lbs., and the tire size was increased to 3.50-8. Power output was listed as 4.3 bhp at 4000 rpm, and the top speed was 43 mph. The fuel consumption was no less than 110 mpg, which even today would be a remarkable rate. A small luggage compartment in the rear was available by lifting the passenger seat, and an attractive red paint job helped make this scooter a popular mount the world over. Later, the Model B was renamed the Model C. The only true difference was addition of a spare wheel and tire on the back. The truck line also was continued with minor changes, and the sales of the dependable little scooters continued to expand. The Lambretta "C" Type During these years. the economy of Italy continued to develop, and it was only natural that the public wanted something a little more refined. In response to this, the company produced the LC model-the first Lambretta to feature a sheet metal enclosure of the engine. This bit of paneling made the scooter more streamlined and modern looking, and the foreign markets were developed even farther. The engine and basic frame were the same as used on the standard model, but larger 4.00-8 tires were adopted. The gear ratios were 4.8, 7.0, and 13.0, and the weight was up to 187 lb. The Lambretta "D" Type During the early 1950s, the recovery from the war became more manifest in Italy, and several of the Latin motorcycle companies began an aggressive effort to dramatically increase their export sales. The Innocenti Corporation was one of these, and it was obvious to Ferdinando and his son Luigi that something was needed to put their name in a prominent place for all to see. Several other Italian concerns had turned to racing or record setting for publicity and prestige, and it was only natural that Moto Lambretta would give some thought to this approach. The thought soon turned into reality, and the result certainly was and still is one of the most remarkable chapters in the story of the motorcycle. The Innocenti people decided, and wisely so, that road racing was too far removed from scooter practice for them to fully benefit from the

publicity. Road racing also had developed into a very technical and expensive proposition then, and it would have taken an all-out effort to topple the giants of the racing game. So, the challenge was to break some speed and endurance records, and the goal was to do it with the basic scooter design. To this end the factory dedicated itself, and the work began. In order to get as much direct publicity as possible from the project, the company decided to use their basic 52 by 58-mm 125-cc engine. The simplest method of raising the power output was to add a supercharger, and this was mounted on the left side, where the magneto normally is located. For sparks, the designers used a battery-coil setup in conjunction with a set of points, and then an exhaust system was devised that would work well with the supercharger. The cylinder, piston, connecting rod, and lower end were very similar to the production version; and the three-speed twist-grip gearbox was retained. The clutch was standard, but with another plate added to accommodate the additional torque and the gear ratio was greatly increased in order to clock the desired speeds. The fuel used was a mixture with a methanol base. and oil was added for lubrication. The frame was a tubular type that was quite long and very low. Standard front and rear suspension units were used. but the tires were specially built for the project and were a 3.00-12 size. The really surprising thing about the Lambretta was the streamlined shell that was designed to completely encase both the bike and rider. A small windscreen was mounted in the front for the rider to see through, and a tail fin was used for added stability. The shell had a very rounded and sleek appearance. with intake and exhaust air ducts provided to cool the engine. The fairing was calculated to have an air drag factor of only 0.0003, compared to the 0.0008 factor of a rider crouched low on a road racing bike. Preliminary tests with the tiny streamliner provided some encouraging results. such as the 24-hour record of 63.34 mph set by the team of Brunori, Masserini. Masetti. and Rizzi at Montlehery, France. More magnificent endurance marks were set on Oct. 5. 1950, at Montlehery when Dario Ambrosini, Romolo Ferri, and R. Rizzi shattered the 1000-km, 6-hour, and 12-hour records with speeds of 82.34, 82.59, and 82.34 mph During 1951, the factory kept up its furious quest for records-nailing down many marks for various distances including the 50 km at 100.9 mph, 100 miles at 98.5 mph. and the l-hour record at 98.5 mph. Several standing start records also were broken, such as l-km at 65.2 mph, the mile at 76.38 mph. and the 5-km at 113 643 mph. These last three marks are all average speeds. The most magnificent of all the records set was one of the last, and for this the marque used little Romolo Ferri to do the honors Romolo ran on the Munich-lngolstadt Autobahn in Germany on Aug. 8, 1951, and the recorded the amazing speeds of 124.8 and 125.442 mph for the flying kilo and mile. The blown two-stroke was said to develop 13.5 bhp and the engine was spinning to 9000 rpm. This gave Lambretta the distinction of having clocked I mph for every cc of engine capacity-a feat that gave the firm an enviable amount of worldwide publicity. These records seem all the more remarkable when they are compared to some of the American marks at that time. For example. the U S. 50cc Class A speed mark set on a methanol-nitro fuel mixture was only 126 68; and the Class C 30-cu. in., 45-cu. in.. 61-cu. in.. and 74-cu. in. records were 123.69. 123.52, 131.95, and 120.74 mph, respectively. The only 50-mile endurance mark in the U.S. books was set at 117.05 mph by a 40-cu. in. Triumph, and the American 24 hour record was 76.05 mph, established by Fred Ham on a 14-cu. in. Harley-Davidson. So, the little Lambretta certainly made 123 cc and 13.5 bhp appear impressive.

All this world wide publicity made the Lambretta much better known, and the company's international prestige and sales continued to grow. New markets in Asia, America, and Africa were developed, and the company prospered as never before. The Innocenti Corp. continued to improve its product. Introduced in 1952 was the Model 125 LD that had a more powerful 5.2-bhp engine. The compression ratio had been increased to 6.5:1 to take advantage of the slightly better grade of gasoline that was available, and the more comprehensive body work had increased the weight to 204 lbs. Top speed was up to 47 mph. In 1954, the company responded to the Latin demand for greater performance by introducing a 150-cc engine with a bore and stroke of 57 by 58 mm. The compression ratio was 6: 1, and 6.05 bhp was developed at 4600 rpm. The engine delivered a very good 125-150 mpg, which was still an important matter in nearly all of Europe. Two models were producedQthe D and the LD. The Model D was an open style without fancy paneling to cover the engine, while the LD featured sleek styling for those who could afford the higher price. Both models had a wheelbase of 51.2 in., and both had a three-speed gearbox with ratios of 4.75, 7.5, and 12.9. Both models also used 4.00-8 tires, but their weights were different at 176 and 204 Ib., respectively. The company continued to produce several models of the trucks. In 1955, Lambretta made an effort to produce a truly low priced method of transportation in a 50cc motorized bicycle. The engine had bore and stroke measurements of 40 by 38 mm, and it produced 1.5 bhp. The little bike weighed only 77 Ib., and it returned up to 200 mpg at speeds up to 31 mph. In 1957, the company made a notable improvement with its TV175 model. Other than the sleek styling, major improvements were the 170-cc engine and the four-speed gearbox. The engine had a bore and stroke of 60 by 60 mm, and it developed 8.6 bhp at 6000 rpm with a 7.6:1 compression ratio. The gearbox had ratios of 5.69, 7.3, 9.77, and 14.32. Tire size was increased to 3.50-10. The weight was a little heavier at 271 Ib., but the four-speed gearbox provided brisk acceleration as well as a speed of 64 mph. The truck line was also developed, with several larger boxes and beds available that were mounted behind the driver. Two wheels were used in the rear, and a new gearbox had three speeds forward plus a reverse gear. In 1958, the TV model became a 175 with a bore and stroke of 62 by 58 mm, and this engine developed 11 bhp at 5500 rpm with a 7: 1 compression ratio. This very deluxe model weighed 270 Ib. and had a maximum speed of 66 mph. Today the Lambretta line is better than ever before. The least expensive is the little 50cc Lambrettino bicycle, with its better than 200 mpg fuel consumption. Next comes the J50 model, which is a 50cc scooter that developed ?? bhp at 4500 rpm and weighs only 171 Ib. Then there are two 125-cc models that provide a 140-mpg economy, with a 54-mph performance, and then the larger 150-cc X150 model that is slightly faster at 58 mph. The star of the range is the 200X Special with its 66-mph speed, disc front brake, and ultra-sleek styling. All of the scooters feature the superb finish that now is expected from Lambretta, and all provide the wonderfully smooth and comfortable ride that only Innocenti can produce. There is one other interesting chapter in the story of Lambretta, and that is the tale of their wouldbe racer that never did make it to the classical grand prix circuits. Designed in 1951, by Ing. Salmaggi, the 250cc Moto Lambretta was certainly unique, as well as being one of the most beautiful racing bikes ever built. The engine was a four-stroke 90 degree V-twin set transversally in the frame. It had a bore and stroke of 54 by 54 mm. The drive to single overhead camshafts was by vertical shafts and bevel

gears, and no less than three coil springs were used on each valve. The crankcase contained the roller bearing lower end and oil tank, with fins cast on the lower half to aid in heat dissipation. The crankshaft was in line with the frame, so it was only logical to mount an in-line gearbox behind the engine and then use shaft drive. The gearbox was a five-speed unit, and, typically Latin heel-andtoe shift lever was used. The magneto was mounted under a cover at the front of the crankcase. The frame used was quite unorthodox for those days, with a large diameter backhone, and the engine serving as part of the frame section. An orthodox swinging-arm rear suspension was used in conjunction with a telescopic front fork, but the drive shaft was contained in the left side swingingarm tube. Huge air-cooled brakes were used that were located in deeply finned full width hubs, and tire sizes were 2.75-21 front and 3.00-21 rear. The first prototype built featured an unusual torsion bar rear suspension and a dry sump oil system, but Salmaggi quickly changed this to the above specifications after preliminary tests. Painted a deep red and with all the polished aluminum, the Moto Lambretta was a beautiful sight to behold. It was also a potent performer, with its 28 bhp output comparing favorably to the 27 bhp that the all conquering Moto Guzzi 250s produced. The 5.8-gal. fuel tank was gracefully contoured for the rider's arms, and the twin carburetors and long megaphones added a touch of styling that made the bike appear fast even at rest. The exotic 250 never made it to the race track, though, probably because the record attempts with the streamliner had succeeded so admirably in bringing the company the desired publicity. With some development. plus a good rider, the Twin could have certainly have been a winner, but it faded away until it is now just a beautiful bit of history in the Innocenti museum. So this is the story of the Innocenti Lambretta-a delightful post-war story that has had a great deal to do with putting Italians on wheels. Italians are a colorful people with great zest for life and the sight of a boy and girl whirling around the town square and fountain on their scooter is a sight that is typically Roman. With a smile on their face and hair flying in the wind. the Lambretta rider typifies a way of life that many others around the world can envy.