Over the years, Forward Air has been my preference for shipping scooters. I recently sold a Vespa VL3 on eBay. The buyer, who is in Germany, arranged for HaulBikes.com to do the pickup. I was impressed with this service. In many ways, I prefer it to Forward Air. HaulBikes rate table is pretty reasonable and it's easy to determine exactly what it will cost. The service is door to door. The driver, Pat (see photo below), was great about calling in advance and letting me know when he would arrive.

It was tough to give up my only VL series Vespa but I am out of space and have way too many projects. The VL3 will first go to Milwaukee, then to South Carolina before making the trip across the Atlantic. It seems a bit expensive to ship a project scooter such a long distance but when you consider the US Dollar and Euro exchange rates and the increasing scarcity of old Vespa's, it's not too far fetched.

I've put another project bike, an LI 150 Series 1, on the auction block. It is in need of a full restoration but it's all there. I have two other Series 1 Lambretta's so this one isn't too hard to let go. I would prefer trade it for a Series 3 or one of several "odd scoots" like a Tessy, 1950's Peugeot, or an NSU Prima. Or maybe a Fuji Rabbit or Mitsubishi Silver Pigeon. Currently there are no classic 50's Japanese scooters in my stable. Given my space constraints, I'll need to be more selective about acquiring new bikes and continue selling off my unwanted or duplicate models.

I have stopped talking about it and finally begun selling off a few scooters and parts. In the past couple of weeks a Lambretta LD Mk3, Vespa VL3 and two engines found new owners. My recent post about getting rid of an expensive rental storage space resulted in the contents landing in my garage. After seeing it all in one place, it became clear that it was time to sell a few things. A second LD Mk3 will be picked up by its new owner in August. All of these scooters were project bikes. It was tough to let the VL3 go, since it was the only one in my stable. It's been sitting in storage for a couple of years. Representing the last of the great Vespa handlebar bikes, the VL3 was one I probably should have kept, but like they say... sometimes when you love something you have to set it free, right? The buyer is from Germany so I assume it will be making it's way back to Europe. What a strange, intercontinental journey this old Vespa has had.

There are a few more scooters, parts, and accessories to sell. This is not enjoyable. While it is true that the online selling/auction process helps sellers reach a lot of potential buyers, at the same time it can be a huge pain. The people who make make ridiculous lowball offers are particularly annoying. So are those who ask if a 55 year old classic scooter can be ridden on the freeway. I listed a bare Vespa frame on eBay once and a guy asked me if it ran. Another time, the winning bidder on a 1955 Vespa Faro basso sent me an email saying he was praying for the money to arrive so he could send it to me. I guess you have to take the good with the bad when selling.

Next on my selling list is a couple of bare Lambretta LD frames. One is a Mk3 and the other a Mk1. I may sell my Li150 Series 1 project as well. I'm still debating that. Once I'm settled on what scooters to keep, I'll begin going through parts to determine what will be needed for future restoration projects.

The few people who have come to know me either online or in person know that I am not a member of any scooter clubs and don't attend rallies. If others do, I don't take issue with it. It's just that I have an aversion to clubs of any kind, as well as confederations, federations, alliances, brotherhoods, fellowships, fraternities, guilds, leagues, orders, organization, society, guilds, unions, aristocracies, associations, clans, gangs, cooperatives, orders, or circles.

Among the many things I try to avoid in my life are gatherings, assemblages, companies, conclaves, conferences, congregations, conventions, convocations, crowds, groups, meetings, and of course, rallies. I suppose this point of view could be interpreted as some kind of elitist or even anti-social behavior. It's really not. A rally is supposed to be a get-together of hobbyists or other like-minded enthusiasts, primarily to meet and socialize. Too often, it ends up more like the rally as it is defined in British theater - a quickening of pace for heightening the dramatic effect in a scene or act.

For every fun, interesting, or knowledgeable person at a gathering there are two whiny, scandal-mongering, or oversensitive yentas hell-bent on creating drama and ruining the whole thing. For some reason the most contemptible, annoying people among us seem to love a crowd and feed on having an audience. It's more than I can stand. Too bad, because I do enjoy talking to others about scooters. And admiring the work of others.

I wish there were something in the scootering world that more closely resembled a classic car or motorcycle show. There are scooter events like this in Europe. Sort of a cross between a show and a swap meet. I was lucky enough to attend one in northern Italy a few years ago and was in awe of the size of the event and the huge selection of rare and interesting scooters and parts. None of it cheap though. Those days are long gone. 

What I like about the idea of a show is that there are no commitments or club aspect to it. It's a gathering of people of course, but you are free to browse and engage people in anonymous conversation. There are no members, group rides, dinners, pub crawls, or club politics to deal with. Just scooters, and the talk remains focused on scooters. While strolling around, I thought about how cool it would be if there were also an auction at these events for people looking to buy collectable scooters. Like the Barrett-Jackson classic car auctions in Arizona. Maybe there was, but if so it wasn't obvious. I did see some clubs represented, but it seemed like most of the people there had no affiliation with them. Clubs are a bit more civilized in Europe, but that's a topic for another day.

For a lot of people who collect things, it is fun to show off your stuff now and then. I'm going to explore entering a scooter in an antique car or motorcycle show (or two) and see how it goes. Maybe others will like the idea and join in. Perhaps this is a better way for me to be a little less isolated and have fun at the same time.

To celebrate the occasional appearance of the sun here in Mosstown, I decided to get a long overdue chore completed over the Memorial Day weekend. My mission was to put the Bella R203 back together so I can ride her.

I love the R203. Big and heavy, it rides like a dream. Before I could take it on the road, I had to re-install the muffler and footboards. These were removed during the winter to be "dipped" and then ceramic coated. I wrote about all that here. After a little head scratching about where all the parts were and rooting through boxes, I found what was needed and got down to it.

It's important to "bag and tag" everything when disassembling an old scooter. Never throw anything out! Even simple things like nuts and bolts can be special sizes that are very hard to replace. I'm normally obsessive about that but lapsed in this case. The some of the hardware was missing along with the plastic gasket/welting that slips between the footboard and front cowl. The hardware was not too difficult to replace, but the gasket isn't something you find at a local hardware store. Replacements will have to be ordered from Clauss Studios. I continued on without them knowing that the footboards will have to be removed again.

It took about an hour and a half to put it all back together. The fuel that had been sitting in the tank for months (with stabilizer added, of course) was drained and replaced with a fresh four-dollar gallon. Unfortunately, the batteries were dead. The R203 is an electric start model. Charging did no good at all. New batteries are required. Shame on me for not disconnecting them. My charger has a 75 amp 'starter' feature that allowed me to get it going. As always the Old German started right up with a puff of blue smoke. 

As I rode around the block a few times re-familiarizing myself with the scooter, I felt a little anxious. The foot brake for the R203 are opposite to the "Italian" design on the Vespa and Lambretta - on the right side - and you shift through the gears with your right foot in a heel-toe motion. The front end seemed to wobble slightly. It has been two months since I stupidly dumped a bike on vacation in Florida and snapped three ribs like twigs. It still hurts. You might say I am now painfully aware of the slightest problem that might cause me to go down... unfamiliarity with the controls, a loose front wheel, etc. I'm not a nervous type, but not a big fan of pain either. I went back home and checked out the wheel and fork. An under-inflated tire was the culprit. There's nothing like an accident injury and a couple months of intense pain to inspire one to be safety conscious.

The rubber foot pads need to be secured. That can be done when the footboard-body gaskets arrive. If time permits, I'll also install the correct fuel tap and it's unusual control rod. You open and close it thru a hole in the body using the the ignition key. That hole in the body just to the left of the 'portholes' in the photo above is where you insert the key. Very clever, those German engineers.

I'm not going to fully restore this Zundapp. They are only original once and it is in very good condition with only 5000 miles on the clock. I am bothered by the crunched mudguard - caused by a careless neighbor backing into it. I cant decide if I want to pull it off, repair and repaint. Or just pound out the dent. That would be an obvious repair in either case. My somewhat over-optimistic hope is that I can find another, all original Coral Red replacement.  If anyone reading this has one... I would be happy to make a deal.

Ask any scooter collector what causes them angst and they will tell you it's not having enough storage. This is a common affliction among scootering enthusiasts whose garages or sheds are bursting at the seams.

Enter the purveyors of rented storage space - the U-Store-It pirates who feed on people with more stuff than they have room for. My rented space is 10x12 feet (or about 3.25 x 4 meters for you metric types). I have have used it for two years at the outrageous cost of $225 a month. By the end of this month I will have rid myself of this financial burden once and for all. And the hassle of having to drive a mile or so to fetch a part I need. 

Upon removing my GS 150, LD Mk1, and Vespa VM1 this weekend the space is finally empty, except for a few small boxes of random parts I couldn't identify. As far as scooters go, only the massive Cezeta 502 remains. I underwent an aggressive space planning effort to determine how I can cram all of the scooters I own into my garage and still leave enough room for my wife's car. My Ranger 4x4 truck has been exiled to outdoor parking. I sold my treasured 1999 Miata Anniversary Edition. It only had 12k miles on it but I couldn't bring myself to leave it outside. In further efforts to simplify my life, I have sold three project scooters I will not have time to work on anytime soon. I hated to see them and the roadster go, but a decision had to be made. The cost of storage exceeded my willingness to keep them. Besides, having an extra couple hundred dollars a month will go a long way toward finishing the projects I've decided to keep.

I have just enough room for the Cezeta in the garage and still allow my wife to get in and out of her car. It's tight, but she hasn't complained. As long as I stick to my promise of no more scooters in the dining room <g>. 

This lonely frame lost it's engine long before I found it. The person I bought it from found this scooter and another complete Mk1 in the back of an antique shop in Genoa. He had them shipped to the US along with the antique furniture and they both sat idle for a long time. He stripped the paint off and painted it like a clown cycle using rattle can paint. After stepping back to admire his work, he gave up. It sat in his garage collecting dust for two years.

All the red paint will be removed by a local blasting shop. Once that's done, I'll prime it myself, braze a few small tears in the sheet metal around the tail and edge of the leg shield, then send it off for paint. I haven't made a final decision, but I'll probably go with the beige/tan color offered on some of the early LDs.

This frame also came without side panels. The early Mk1 had the porthole vents vs. the kidney shaped opening. Those porthole panels with the hinged carb door are hard to find in the US, but as fate would have it a nice set recently went up for auction on eBay. I entered a respectable bid and won.

I have a very early LD engine that cost a kings ransom and nearly a year to rebuild. It's the same age as this frame. All the metal is in excellent condition with no significant damage or rust to repair. Even the tank is in great shape. It takes a while for my painter to finish a job, but once that's done the final assembly will go quickly since the engine is finished. After it goes in for paint, I'll start ordering the parts from my friends at Casa Lambretta.

I have a modern paint code match for the original Max Meyer beige color. I've read that there were also some LDs in this series that were available in a pale green color. I've seen illustrations of this variation but no photos. I like the idea of going with green and prefer that over beige, but have yet to find any information that will help me match that original color.

LDs are slow as molasses in January and thus are not a good choice as a daily rider. When complete, this one will enjoy a comfortable retirement as an occasional Sunday rider, looking like it just rolled off the assembly line in Milan over fifty years ago. 

An acquaintance of mine alerted me to a Heinkel A2 for sale locally on Craigslist. Turns out the seller is the same person I bought my 103 A1 from. After talking to him on the phone, I remembered seeing it in his garage when I picked up the A1. It is in good shape - not great. There is some plastic filler covering a repair on the front cowl. The seat pan and seat cushion and cover are missing.

If you aren't familiar with Heinkel Tourists, the first time you get close to one it's surprising how large they are. Big and heavy. It has been said the Tourist is the Roll Royce of scooters. Aside from some technical refinements, the A2 sheet metal is more streamlined than its predecessor. The lines and features like the bullet tail lights give the A2 a space age  appearance that reminds me of something from The Jetsons. 

Here's a photo:

This scooter will probably be a winter project, but the question is which winter that will be. I have to finish the A1 first. It's taking me forever. The frame and sheet metal are ready. I haven't finished the engine. So many scooters, so little time. I am determined to get the A1 done as well as my LD Mk1 and the basket case Bella I picked up in Boise this winter.

More on this old German after I get a chance to look it over closely. My hope is to do some minor repair and run it for a while before taking on a full restoration. The engine appears to be in excellent shape and the seller told me he had it running last summer. He's a straight up guy and I'm sure that's true. Anybody with a seat for this model they want to part with, please contact me.

Oh... and if you want to know more about Heinkels or connect with others who own them in North America, visit http://www.heinkeltourist.com .

I've been lazy and not made a blog entry for a while. It has been difficult to motivate myself to write about scooters for the past few weeks. Four weeks ago I crashed a rented scooter while on a holiday in Florida with friends and injured myself. In addition to the weeks of pain that I have had to endure, I'm a little embarrassed. The accident was entirely the result of my carelessness. I am very safety-conscious, but as it often occurs, even a minor lapse in judgement can have serious ramifications when riding. I won't get into the details of my injury here. I will heal up fine but it's going to take several more weeks.

Due to my situation, I've not been able to get much work done on my current crop of projects. Although I have been sorting thru my disorganized collection of parts and project bikes. I have to make some room and get rid of a few project bikes I don't have time for and parts I will never use. Over the next few weeks, I'll be listing a few scooters on eBay and the local Craigslist.

Riding season is drawing near in the Pacific Northwest. I should be ready to ride again by the time the weather becomes agreeable.

I normally look for a complete project scooter, tear it down, then put all of the restored original pieces back together. The first step I take in most of my restorations is to pull the engine out of the frame and rebuild it. This project deviated from my normal pattern.

A couple of years ago, I responded to an ad on the local Craigslist for a Lambretta LD. When I arrived it turned out the guy had two. The one for sale was a complete and all original LD Mk 1. Sitting in the back of the garage was another Mk1 completely dismantled and painted an awful red. It was a very amateur job. Along with these two scooters was an extra engine. He was moving and anxious to clear out his garage. I made an offer for the two Mk1's and the extra engine. He agreed so we loaded it on the truck. Mk1 LD's are pretty rare in the USA. They were never imported to dealers here. Any you see - which is almost never - were brought over by individuals. You'll see an occasional Mk2 and the the LD Mk3's are fairly common. The Mk1 was made from 1951 to 1953.

I recognized the spare engine as being one of the earliest of the LD production. I chose to rebuild that one and put it away for some future project. I realized how scarce the parts are for this engine, so I sent it to Casa Lambretta's Denver shop instead of taking on the rebuild myself. After it arrived in Colorado, Jon called me and said that sourcing parts for this old motor was going to be a long haul. Sure, enough, it took Jon about 9 months to find all the stuff he needed. Which was just about everything - crank, top end, magneto, the works. Casa Lambretta has affiliated shops all over the world and of course there's the connection to the Casa mother ship and Lambretta expert Vittorio Tessera in Italy. I don't think any other shop could have handled this engine rebuild and I would have had a tough time finding the rare parts for it had I done the rebuild on my own.

As you can see by the photo, Jon did a remarkable job with this engine. Early LD and D model engine cases were painted silver, as were the LC, C and all previous models. It looks brand new again and was test run in a frame designed for that purpose before coming back to me. It's nice that Casa's engine rebuilds come back to you already dialed in and ready to run. Note that the rear brake is the type that has a solid rod vs. cable arrangement. That's a sign of how early this LD Mk1 engine really is.

A beautifully restored antique engine deserves a proper frame to ride in. I have almost everything I need to assemble a complete LD Mk 1 except for the side panels with porthole vents and the carb door. They come up for sale now and then so I'll be watching and waiting.  In the past I matched the original LD gray with some help from John Sisson of jonbretta fame. The Mk1 was available in green, gray, and beige. I was leaning toward gray but today I waffled on that and may go with green or beige. I'll decide in the next week or so as I begin to gather up all the parts from storage and prepare the next steps.

There's a certain anxiety among some vintage riders about the resurgence of scooters in the US as a consumer product and the unwashed masses that buy them. Now... I do understand the point of view that people into classic scooters don't want to hang around with someone that bought a new Vespa yesterday who doesn't know a carburetor from a cat's ass. It's like someone showing up at an antique car show with a Kia, expecting to fit in and be one of the gang. Birds of a feather like to stick together. There's nothing wrong with that.

On the other hand, there's a Luddite attitude among a few of the classic scooter crowd who reject anything new. They insist you have to do everything yourself. The appearance of your ride doesn't matter. You have to be a club member, and all modern four stroke automatics and people who ride them are bad. Disagree with any of this and you are tagged as a carpetbagger who is bent on ruining the culture. That point of view reminds me of a character I once knew who incessantly bragged about using only one golf club because that's how they did it in Scotland three centuries years ago. It was interesting and perfectly OK with me if he wanted to enjoy the game that way. Once, in response to his annoying one-club banter on the back nine I gathered some leaves for him. I said they were for wiping his ass... that's what they used three centuries ago. We had a beer on the 19th hole and laughed about it. Sometimes people find strange ways to stand out. And they feel the need to tell others about it. Over and over.   

I've periodically exchanged messages with a guy in Oregon that gets up at 4 am to wrench on his Lambretta's. Between his job and his family, that's the only time he can spare. If he chooses to not do everything himself and outsource some work to a shop, I don't see why that's a big deal or or makes him less worthy in the eyes of the scootering community. Although I had some prior experience as a kid working on my own cars, my scooter collecting has inspired me to learn metal working, painting, welding, brazing, and even old school techniques like using lead instead of plastic filler. About half of my engines have been rebuilt by a shop. The other half by me. I have a small lathe I'm learning to use and have occasionally made my own parts. There's a minority of people who do all that. But there are times when it just makes sense to send work out and I do so with no apologies or shame.

Classic scooter enthusiasts who outsource work helps a lot of scooter shops keep the lights on. Without them, the classic parts supply would dry up and a lot of broken down scooters would end up abandoned or headed for the crusher. If someone wants to rebuild his engine by the light of a kerosene lamp using only a stone hammer and chisel, great. That's OK with me - right up to the point where he accuses me or others of not being proper for having a box of modern tools or outsourcing some work. I must be unique in my ability to not care what other people do. Or let that discourage me from what I enjoy. The great masses of twist and go riders only interested in scooters as a fashion accessory or being trendy don't bother me one bit. I'm completely indifferent towards them, just as I am with Mod revivalists and scenesters longing for the good old days, bickering clubs, and cliquish rallies. Is modernity about instant gratification or just sensibility? Each has to decide for himself.

Sometimes that means you wrench and ride alone. That suits me just fine.

Saturday, my search for a daily rider ended with the purchase of a white Stella. Although it's a 2004, there are only 1500 miles on it. Just broken in... but in spite of it's lack of wear it does have some problems. The previous owner bought this scooter for his wife. Soon after, she had a minor accident and never rode it again. The mudguard, left side cowl, and left edge of the leg shield are slightly damaged.

I went over the bike carefully with the seller and found some issues that were not revealed in his Craigslist post or the photos he sent me. In addition to the buggered sheet metal, the bike was stored outside and not ridden for a long time. Bolt heads are rusty and all the aluminum is oxidized. It's very dirty and there's oily grime all over the engine. I'm assuming for the moment that this is from oil spilling out the breather when it was laid down. The battery was dead. Some of the rubber is dry rotted.

Given the condition, I considered not buying it. Instead, I made an offer well below what the seller was asking. After a test ride, we did the deal. Mechanically, there doesn't seem to be any problems. After loading it onto the truck and making my way back home, I wondered why the seller didn't take the time to clean it up. Mechanically, the bike is in great shape. A little cosmetic maintenance would have made a big difference toward getting even more than his original asking price.

The sheet metal damage is minor and doesn't bother me. This Stella is going to be a daily driver. In a way, the fact that it's not perfect cosmetically is liberating. I wont be worried about every little ding or scratch. I will spend a day or two cleaning it up and hope for a few days of warmer and drier weather.

I have a relatively short commute every day. The problem is that for two thirds of the year it's dark, gloomy, and wet. I've become accustomed to that over time and don't complain about it as much as I once did. Even so, these are not optimal riding conditions for a scooter or anything on two wheels.

Subjecting a meticulously restored, sixty year-old year scooter to rain and road grime doesn't sit well with me. This is further reinforced by the fact that these old machines were not intended for today's roads and traffic. They are slow. The lighting and brakes are not up to today's standards. I need a modern scooter to ride every day. Proper lights, mirrors, brakes, modern tires.. these are important to safe riding in the Pacific Northwest climate.

Although it's slowly changing in the USA, scooters are still perceived by many as "fun" recreational vehicles. In Europe and other parts of the world scooters play a more important role in people's basic transportation needs. There's a reason why you don't see a lot of old scooters on the roads in Europe. The old bikes aren't as reliable or as safe as their modern counterparts. Nobody wants to spend their morning coaxing a cold machine to start or fiddling with a temperamental carburetor before they they go to to work. That's a weekend ritual I enjoy, but not Monday thru Friday.

A lot of 'vintage' scooter enthusiasts bristle at the idea of owning and riding a modern scooter. I'm not in that camp. No one loves the classic machines more than I do, but it's not the least bit embarrassing for me to be seen on a modern scooter. No apologies.

My search for a commuter bike has begun and nothing is sacred. Almost nothing. Japanese scooters from Yamaha or Honda and the scores of Chinese makes flooding the market have no appeal to me. Some Made in China scooters offer decent quality, many do not. The Japanese Vespa knock-offs annoy me with their lack of originality. I do like the maxi scooters from Japan, such as the Burgman and Morphous. And Vespa maker Piaggio has some nice maxi's. There are others, but that's not the class of bike I'm looking for. After careful consideration, my choices narrow down to the list below - in no particular order:

• Genuine Stella
• Vespa GTV
• Aprilia Mojito
• Vespa P Series

The Stella is a copy of the 1970's Vespa P Series and made for the Chicago-based Genuine in India by LML. A decent bike and faithful reproduction of a classic. The Vespa GTV is a modern 250cc automatic with the traditional Vespa steel frame. It takes it's design queues from the faro basso Vespa's of the 1950s. I like the retro looks. Like all other Piaggio bikes it's a high quality (and very pricey) machine. The Mojito 150 has a cool design; a unique mix of classic and modern in a well-built scooter. Aprilia is owned by Piaggio - so you get basically the same engine and reliability of a modern Vespa. A new Vespa P Series can't be found in the US, but they were briefly reintroduced a couple of years ago to the US market and I've found several of them for sale. The "P" is a great four speed 2-stroke scooter with a long history of reliability.   

I could be happy with any of these. I'd prefer not to buy new because there are plenty of people who buy new scooters as an impulse then quickly sell them with very few miles on the clock. I'll let those people take the depreciation hit and pay the absurdly high dealer prep fees. My time horizon? I would like to find something in the next 30 days but if I don't find the right bike at the right price I can wait a little longer. It pays to be patient.

• Kidney shaped vents in the side panels (vs. "portholes") first appeared in '56
• DellOrto MA 19 carburator (not made intil 1957)
• Rear shock absorber (added to all LDs in '57)
• Horn not located below the headlight (same as above)

About a year ago, this LD came to me at the same time as my other French-made Lambretta. The seller tossed it in to the deal for a small additional cost. I spent a little time over the recent holidays looking it over.

It's unusual to find French LD's in the US - or elsewhere for that matter.  I need to do more research, but I'm estimating this as 1953 or 1954 model. Probably one of the earliest French LD models made in Troyes. There's not a lot of documentation on French Lambretta's. What I have found is in French only - so I will need to seek the help of a translator.  Here's a few photos I shot the other day along with some comments. You can get a larger, more detailed image by clicking on the photos:

	At first glance, The most obvious difference from the Italian LD are the saddles. They have an unusual shape and thick rubber covers vs. vinyl covers used on most other scooters of the era.
	This old Lambretta is nearly 100% complete, but it is obvious it has been in storage a long time. Salt air takes it's toll on metal. No rust through, but every inch is covered in surface rust. The engine is seized. It's going to be tough to find parts for the engine.
	Note the Cote d'Azur badge on the right side of the leg shield. This is a very cool and collectable accessory. This old LD obviously spent it's youth cruising the French Riviera. It's great when you find an old scooter with this type of accessory intact.
	The carb and air filter can are different from their Italian counterparts. Also note that the choke and fuel tap rods come out in front vs. on top of the frame
	The unusual glove box and badge are unique to LD's built in France. I've never seen one like this before. My other French LD does not have this badge and the box is slightly larger. This suggests to me this is an early model - but I need to verify that.

Barring any breakthrough in regard to sourcing parts for the engine, the odds are I will do a complete cosmetic restoration on this scooter and leave the engine alone. Of course, that will confine this old bike to forever be on display instead of a rider, but sometimes that's the only reasonable option. I prefer that alternative over tossing the engine and putting a more modern one in. I have plenty of scooters I can ride. Who knows... with a little luck I may someday find the parts or even an entire engine that matches this old Lambretta. 

It's almost 2008 and it's become a daily activity for me to consider thinning out my collection. I have what feels like an overwhelming number of project bikes and I have no idea when I can get around to doing something with them. Laying in wait are a couple of Vespa VM2 faro basso's, a '52 Allstate, a VL3, GS 150 VS5, a VB1, and four Lambretta LD's - an early Mk1, a '54 French LD and two Mk3's. Then there's two Series 1 Li150s, a Heinkel Tourist, Cezeta, and Zundapp Bella. To complete them all, this easily represents two years of work.  

And that's not all. A 1952 V33 faro basso was my first restoration project and I want to correct some of this small things about it that bother me. My second, pristine VB1 will need an engine rebuild if I want it to run reliably. Among the others I have finished are three LDs (one of each series), a VM1 and VM2, and a '56 Allstate. An early Li125 Lambretta frame breather and Mk1 LD are among my completed 'preservation' efforts. Preservation, in other words, means keeping these scooters all original. 

I'm conflicted. You can only ride one at a time and I find myself limited by time, job responsibilities, and the nine months of gloomy Pacific Northwest drizzle. Then again, scooters have never been about riding, clubs, and rallys for me. I like the work of restoring. Some people in the scootering community are repelled by this. That's a valid point of view. These machines were made to ride, not to put on display. This thing of mine defines me more as a curator than a scooterist. So be it. I do love to ride, but restoring and admiring these works of moving art is what really makes me happy.

It's easy to see that the queue of projects I've accumulated has become a bit overwhelming. In most cases each were acquired with a specific reason in mind... filling gaps in a collection that represents the classic scooters of the 1950's. That makes it tough to let one go. The deeper I got into collecting, the more I realized the constraints of time and space. Not in Einstein's terms though. I mean storage space and the time it takes to complete a project. And there's the cost issue. At what point does a hobby become too expensive?

The sheer quantity of scooters manufactured in the 1950's is surprising. The big two, Vespa and Lambretta, were the well known brands in the day. There are so many more I never heard of when this all began. The lesser known turned out to be the most interesting to me as a collector. Among the Italians, these are the all-aluminum Rumi and the Piatti, which looks like a big Twinkie with handlebars and a seat. German scooters such as the Heinkel, Durkopp, Goggo, Zundapp, NSU, and TWN are unique aesthetically, mechanically solid, and are great touring bikes. Classic French scooters have the most unusual designs and features. It's almost as if they were intended to make a statement instead of being practical and reliable. The communists... IWL, Cezeta and Vyatka, are built like tanks. The Japanese Rabbit and Silver Pigeon had innovative designs. Spain had the Serveta. From Argentina came the Siambretta version of the Lambretta. France, Great Britain, and Germany also licensed manufacturing rights for the Vespa and Lambretta, each with their own minor variations over those made in Italy. Then there's the Indian-made Lambretta's and Vespas. This is only scratching the surface. The list could go on and on.

There are a surprising number of people who collect scooters. Their interests and reasons for having them vary. Some are riding enthusiasts and club members that have a lot of bikes. Others, a smaller group, are more into scooters as antiques. Some dedicated themselves to a particular marque and others don't. Over the past few years, I have made contact with a handful of collectors in Europe and the US. In many cases the size and diversity of their collections has been humbling. The largest among them have included an amazing array of scooter memorabilia as well. Posters, advertisments, manufacturer's promotional items, specialized tools, photos, etc. A lot of these collectibles are worth more than the scooters themselves.

No rambling diatribe about scooter collecting would be complete without mentioning Cushman. America's contribution to the scooter world. The Cushman has a long history, pre-dating the Vespa and Lambretta. Legend is that the inspiration for the Vespa came to Enrico Piaggio after seeing the American soldiers riding Cushman's during the occupation at the end of WWII. There's a rich history surrounding Cushman, but that's a story for another time. I don't have any of these (yet), but in the US, Cushman scooter enthusiasts and collectors far outnumber the European enthusiasts. They aren't as elegant as their Italian counterparts, but the utilitarian design and ruggedness of Cushman scooters have their own, uniquely American characteristics.

To paraphrase the American humorist Will Rogers, I never met a scooter I didn't like. My New Year resolution is to get my collection of scooters organized and make some decisions about what I will keep and what I will sell. Invariably, more will be added to the stable, but I've realized at long last that you can't have them all.

This 1958 Lambretta project has been in limbo for almost a year. It was media blasted and and taken directly to the painter from the blasting shop, where it was sprayed with primer then put aside for several months. The painter and I have an understanding. He takes his time and I don't hassle him to get it done. In return, I get a very professional paint job at a somewhat reasonable price. It often takes months to get it back. I'm seldom in a hurry and always happy with the results.

The photos were taken in poor light and aren't great. The paint is PPG single stage urethane. The colors are matched to original, based on the cross reference created by the guys at Casa Lambretta. On the Li150, everything was painted Dawn Gray except for the side panels and horn cast which were painted either: Coral Red, Ruby Red, Flaminia Blue (my choice in this case), Nile Green or English Blue. The Li125 model was all Dawn Gray.

The engine was rebuilt and ready to drop into the frame quite a while ago. Somehow the engine pivot bolt and nuts were misplaced so replacements were ordered from WCLW. Having moved recently, organizing my parts and tools is on a very long list of things to do. The pivot bolt arrived December 14. Unfortunately, the rear shock that's also needed is on back order until the next century. WCLW seems to always be out of stock on most of the parts I've ordered in the past year. Maybe I've just been unlucky.

After the holidays, the engine, new a wiring harness and cables will be installed. The rims were in bad shape and the headset was cracked when the bike came to me. New rims, a replacement headset, the fork, and the front and rear hubs have not been painted yet. They will go to the shop we turn the corner on the New Year.

There's a lot of small details to deal with on a Lambretta, but even so, this one will be ready to ride by Spring for sure. 

Someone wrote me, "Enough with the Bellas! Italian scooters are the best." Nonsense. I don't know why people pick sides in this debate. I have never met an old scooter I didn't like. Italian scooters don't have a monopoly on cool if that's what the writer meant by best. True, Italian scooters have unmatched style and performance. Italy led the world and still does with modern scooters. Classic German scooters are great touring machines - big, heavy, and dependable. American scooters are durable and have functional, no nonsense designs. Classic French scooters are not reliable at all but their interesting and often unusual designs separate them from all others. I could go on... Spain, Argentina, Czechoslovakia, Russia, Great Britain, India, and many more. Perhaps I have become a little obsessed and need an intervention. 

Moving to new digs next week is pretty exciting. Having more workspace is going to be great. One of the first things on my to-do list after getting all the household moving done is to empty out my rented storage space. That will end the pain of being robbed of $225 a month. It will also make my stable of project scooters and parts more accessible. There are countless times when I want to retrieve a part from a donor bike or someone looking for a unique part contacts me for help. It's a hassle to drive to the storage place and rummage through it. Seattle winters bring short days, darkness, and endless drizzle. The space opens to the outside, it's crammed full, and the lighting is poor. I can never find what I'm looking for. I dread going there.

Today, I realized there are some omissions in my winter projects list. One of those is the Lambretta LD Mk1 engine that I sent to the Casa Lambretta shop in Denver this summer. LD engines are very difficult to work on if you don't have the right tools. Moreover, this particular Mk1 engine is a very early model. Parts are extremely hard to come by. I knew this was a job for an expert, so I sent it to Jon at Casa. We talked about what it was going to take to rebuild this engine after Jon had a chance to look inside. Not great news. The crank is shot and is not being reproduced. This part and some others needed are going to be hard to find. Jon is going to check with his people in Italy to see what he can come up with. My plan was to drop this engine into my well-preserved and original LD Mk1 that has an engine with a blown seal. I may have to rethink that plan. 

The second thing I inadvertently left off my task list is a Series 2 Lambretta project. I stopped doing my own paint some time ago for lack of suitable space and equipment. About nine months ago, I dropped off a disassembled, bead blasted Series 2 Lambretta with my painter. Ken takes a very long time to complete a job but I'm never in a hurry. His work is very good. Not cheap... but you get what you pay for with paint. I am extremely picky and he never disappoints me. He called Friday afternoon to tell me the scooter was ready but I couldn't make it there before he closed the shop. I'll check it out Saturday morning and post some photos afterwards.

Finally, an older couple in Tacoma sold me this Li150 for a song. It's a one owner bike. But time, neglect, and the damp weather here has taken a toll on this old Lambretta. It hasn't run for years. It's complete. The side panels are in good shape. There is no rust-though and it's reasonably straight - so the metal work will be minimal. The engine is seized from sitting. Even if it weren't, a total rebuild on a project like this one is usually merited. I wont start working on this anytime soon. 

Sometimes, collecting scooters can be an adventure. It's seems a little crazy, but last Saturday I flew from Seattle to Boise, rented an SUV, then drove 3.5 hours to Pocatello, Idaho. I rented a room and after six hours of sleep got up at the crack of dawn. In the cold, rainy, pre-dawn darkness found me meeting up with Greg Clauss to complete the transaction and load the dismantled scooter into the back of my vehicle. Next... haul my treasure home for 12 hours through the desert, mountains, and forests of the Pacific Northwest. This R203 is treasure to me, but it probably looks like a pile of junk to just about everyone else.

As if all that were not exciting enough, an Idaho State trooper presented me with a $200 speeding ticket to commemorate the event. I burned 45 gallons of gasoline and ate McDonalds along the way, which almost I never do. The rain subsided once I crossed the Oregon border and pushed on thru the desert. Most of my route followed the Oregon trail until I headed north thru Umatilla and ultimately crossing over the Cascades via Snoqualmie Pass. Thankfully, it wasn't snowing in the pass because my rental had no chains. When it snows, chains are mandatory.