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General Information

The Vespa Super was successor lớn the venerable Vespa 125 và 150 VNA/VBB. It had a similar layout, but had updated styling that matched the other contemporaneous largeframe Vespas. While the largeframe Vespas with 10" wheels had evolved over time in their styling và design, the 8" wheeled models had soldiered on through to the mid-60"s with only very minor changes from the 50"s. Their gentle curves began to seem out of step with the times, & the rest of the Vespa lineup, which had by then sported a more angular look. Piaggio totally redesigned the look of the most basic of the largframes with the introduction of the Super.


The toàn thân on the Super was basically a shrunken version of that found on the Sprint. All parts of the body toàn thân became more angular, & sharp edges on the Super replaced the gentle curves of the VBB. As on the previous models, the right side cowl covered the motor, while the left side contained a glovebox và housed the battery if one was equipped. The cowls had more of a sharp styling line around the đứng top outside edge. In addition, a raised "swoosh" featured prominently on each cowl & the front mudguard. In the motor side, there were air vents cut in the cowl, & there raised lines which accentuated the louvers extending past them. On the glovebox side, there were three raised lines in the cowl that provided a counterpoint lớn the engine side louvers. The glovebox lock was integrated with the latch as on the Sprint. The Super had flat aluminum strips on the cowls but not on the front mudguard.

On the European models, the taillight was the same one used on the G.L. And Super Sport. However, in the U.S. Regulatory changes caused not only the substitution of a different headset, but a different taillight as well. It is the same "tractor" style taillight that was used on the very last Super Sports sold in the U.S., & was put on all U.S. Market Vespas at this time. This taillight was not flush mounted to the body, as the earlier taillights were, but was attached to lớn the body toàn thân by a metal stalk, which also served as a license plate holder. The stalk, and the round metal taillight housing were painted the same color as the body. A small rectangular reflector was added lớn each side of the housing in accordance with Federal regulations at the time. The later 1970"s Super had a similar version of this taillight. The stalk unit with integrated license plate holder was the same, but the actual light unit was altered. This later version of the taillight had a small chrome backing plate, with a more square red plastic lens. The lens had large integrated reflectors on both sides, & was a standard unit that was used on all models of American market Vespas in the 1970"s, as well as many motorcycles. Later, 1970"s European Supers received an updated taillight unit. This light was a large plastic unit that was flush mounted khổng lồ the rear frame. I had a large red plastic lens with a solid plastic vị trí cao nhất cover, which was painted the same color as the scooter.

The early Super had thick aluminum badges on both the front & the back of the scooter that were painted black. On the right side of the legshield, there were two that said "Vespa" and "Super" in cursive script. On the back, there was one badge located on the frame below the rear package tray that said "150 Super." In the center of the legshield there was a "Piaggio" shield badge. On the later Supers, the badges were changed. The front legshield badge simply said "Vespa" in a block font. The rear aluminum badge was square shaped, & said "150 Super," with a đen background. The "Piaggio" badge was also changed lớn an octagonal shape.

The Super came standard with a single saddle seat và a package tray, as had all of the non-performance Vespas. However, with the new toàn thân design, came a new seat design. The saddle had a slightly different shape, and included more padding. The rear package tray was made khổng lồ look more solid và flat, và included simpler mounting points for a buddy seat. This seat & package tray unit was also used on the Sprint models.

The very early Supers both in the U.S. & Europe used the same headset as the 125 Smallframe with an inset headlight (non-sealed beam) that fit in the headset with two tabs at the đứng top of the headlight unit và an adjuster at the bottom. This headset sported a new smaller speedometer that was also used on the Vespa 125 Smallframe, và became the standard Vespa speedometer on all models until the introduction of the P-series. Soon after the introduction of the Super, American laws required that all motorcycles have a sealed beam headlight, và Piaggio opted khổng lồ fit a single headset kiến thiết on all of their scooters to lớn accommodate the new regulations. This headset was similar to that which was already being used on the Super, but it was modified lớn take the new light unit. The later headset had a round, sealed beam headlight made by Siem, & sported a thick chrome ring. It was attached by three small set screws inside the headset itself, while the chrome ring attached with small screws which screwed into the phối screws. It was a somewhat complicated design, but it did get the job done. U.S. Model Supers from the 74 mã sản phẩm year on had an ignition switch at the đứng top of the headset which used a blank key. Early Supers had gray handgrips, while later models had black handgrips. The hand levers were also altered throughout the run lớn make the tips less sharp and pointed.


The motor was based upon the 150cc & 125cc two port powerplant on the VBB/VNA. There were virtually no changes with the exception of the addition of a different style of H.T. Coil for the ignition. Though both a 125cc và a 150cc version were made, it appears as if the 125 Super was only imported in very small numbers lớn the U.S., và probably only for one year when they were first introduced.

The major change with the Super was in the wheels and brakes. The old four-lug wheels & small drums were gone. The new wheels were of a similar split rim thiết kế as the 10" wheeled Vespas, but just smaller. The brake drums were enlarged, và the shoes were also increased in size. The wheel rims attached to the drums via four bolts, as opposed to the five stud design on the 10" wheeled models. The central wheel nuts on both the front & the back wheels had a plastic domed cover over them. These often are lost, và are not being reproduced. On the front fork, the separate dampener and spring thiết kế was retained from the VBB/VBA.

All Vespa Supers imported khổng lồ the U.S. After 1973 had turn signals fitted as standard equipment in order to satisfy American regulations. The turn signal system on the Super was the same as that on all other U.S. Market Vespas from 1974 until the introduction of the P-series to the U.S. In 1978. The system consisted of four separate plastic lenses attached to lớn aluminum stalks protruding from the headset & both rear cowls. The wiring in for the rear signals was integrated into the cowls, and tương tác was made via a sạc on the motor-side cowl, which rubbed against a metal plate on the frame. This was done so the cowl could be removed without having khổng lồ unhook wiring. There was a chrome turn signal switch that was attached to the left side of the handlebars. The system worked poorly, when it worked. The six volt power system was not up khổng lồ the task of powering the signals, và they were so dim that one could hardly see them during the day. The aluminum stalks and plastic signals were flimsy, và since they stuck out from the frame, they were prone lớn catching on things & breaking. Finally, the design of the system looked clearly like an afterthought, & really disrupted the smooth lines of the scooter. Today, most of these 70"s era Vespas that had signals fitted when new, have since had them removed. Thirty years on, it is actually quite rare lớn find the entire system intact on one of these scooters, let alone fully functional.

Bottom Line

The Super a competent scooter, though it is hard khổng lồ get excited about one. They were the bottom of the line largeframe when they were sold, and thus vì chưng not attract a lot of interest with collectors. The combination of the two port motor with 8" wheels does not lend them well to lớn performance modifications. & finally, the styling, while fine, in my mind is not nearly as pretty as the curvaceous VBB/VBA models. The Supers are not particularly fast, but they are fine for cruising around. Basically, they are competent all-around, and certainly consider one if if you find one in excellent condition. However other Vespa models did just about everything better.

Number Produced:


Years Produced:


Power Output:

5.7 HP

Rough but restorable = $600-1200 Drivable, but not show = $1500-2500 Restored or Excellent Original Condition = $2500-4000