After a fairly major update in 2015, Vespa brushed up the Primavera 150 scooter ahead of the 2018 model year. This newest iteration brings a number of upgrades including larger hoops, all-around LED technology, along with some aesthetic improvements.

2023 Vespa Primavera 150 Performance and Capability

Vespa's “i-Get” engine drives the Primavera 150 with Euro 4 emissions and a quiet demeanor. The latter comes courtesy of the great attention to detail by the engineers who kept as much mechanical noise as possible trapped within the cases.

The air-cooled mill runs with a fan to force air through the system. While that's a good compromise for dealing with heavy traffic without the weight and complexity of a water jacket and radiator, the jacket would dampen the mechanical sounds further yet.

A single overhead cam times the three-valve head with a new electronic fuel injection system to manage the induction. Bore and stroke measure out nearly square at 58/58.6 mm to give the one-lunger its 154.8 cc displacement. The Vespa Primavera 150 produces 12.9 horsepower at 7,700 rpm with 9.4 pound-feet that comes on at 6,000 rpm.

The engine bolts up to the transmission in the typical swing-mount drive arrangement. It uses both as stressed members to replace the swingarm.

The CVT transmission uses a V-belt and variable-diameter pulleys to simulate the gear-ratio action you get from a standard transmixxer, just without the aggravation of manipulating a clutch and shifter. Primavera 150 top speed is a claimed 61 mph, so it should be a capable commuter on all but the interstate.

Design

The more things change, the more they stay the same, and that's certainly true of Vespa's Primavera. Just as it should be. In addition to the 150 cc base model, the factory also released a cargo-friendly Touring model. It must be quite the undertaking to keep a model family relevant as long in the tooth as the Primavera, but Vespa doggedly stays the course and treats us to yet another handful of successors here half-a-century after the release of the original.

In this age of “progressive design” that tries way too hard to be edgy and new, it's a breath of fresh air to see something that stays so true to its origins. That old-school look starts out right up front with the customary aircraft landing gear-type front suspension and fixed-elevation front fender that rides high above the front wheel.

One of the biggest improvements is in the wheels themselves. Boosted from 11 inches up to 12 inches in diameter, it's enough to improve both ride quality and handling a skosh, and every little bit helps, right?

Vespa's “tie” detail brands the legguard for a tasteful bit of décor that ties right into the past, if you'll forgive the pun. Recessed turn signals lie abreast of that central detail, and on the touring model, a chrome luggage rack overlays the entry to dominate the visage and provide the first layer of portagerie.

As ever, the fully enclosed handlebar comes with a round cyclops headlight, TFT instrumentation, and switch housings all contained within. Most of all, it gives the Primavera that typical Italian look around the controls.

Behind the fairing, an almost full step-through leaves plenty of room to mount with little obstruction, and a flattish tunnel top and non-skid treatment make it possible to use that cargo area between the feet.

The seat flips up for access to the obligatory under-seat storage compartment on both models. The Touring gets a nifty, faux tuck-and-roll saddle unique to the model to set it apart a bit.

A set of chrome J.C. handles provide a hardpoint for a bungee net to further expand its carrying capacity, and of course, the Touring has a luggage rack that finishes out its special equipment. What else is there to say about the looks? Even after all this time, sembra una vespa.

Chassis

The strength of the structure on the Primavera 150 comes from a monocoque or stressed-skin assembly that uses welded reinforcements in the most critical areas. I prefer the under-frame system, but it is what it is.

An aircraft-style front suspension system uses a one-sided standing arm with a trailing link and coil-over shock to articulate the front wheel. This system stands out from the crowd for its unusual looks, but it also allows for a steering column that is decidedly less bulky than the motorcycle-style system. The result is a compact steering system that leaves the front end narrow, and the right side of the front wheel clean as a whistle.

Overall length measures out at 73 inches long with a 52.7-inch wheelbase and 30.7-inch saddle. However, it's the narrow, 28.9-inch overall width that makes the Primavera look so nice and compact overall.

A single, 200 mm disc and juice caliper brake slow the front end under the watchful eye of the ABS feature for a nice modern touch. It's too bad the rear end is still buried in the past with its 140 mm mechanical drum to take care of business. Oh well, at least the drum does enhance the classic looks, if not the actual braking ability.

2023 Vespa Primavera 150 Price

Never one to use price as a selling point, Vespa tags each of the Primavera 150 models over $5k. The 2023 Vespa Primavera 150 costs $5,499. The Touring model tops the family at $5,699.

Competitors

Italian style scooters are even more omnipresent than the genuine article nowadays, so there was no shortage of potential candidates for my head-to-head. After a little eenie-meenie-miney-moe I settled on the Havana Classic200i from Lance Powersports, purveyor of scooters made by Taiwan-based manufacturer SanYang Motor (SYM).

Lance Havana Classic

The Havana borrows heavily from Europe's Boot with a similarly clean-and-slim legguard area and enclosed handlebars to lead the way. SYM runs with an underbone frame that allows for a full step-through and flush deck that Vespa misses out on due to its monocoque structure.

A sculpted seat covers a dry-storage area with room for both pilot and pillion and a chrome grab bar to help keep your passenger securely mounted. While there is no “touring” model as with the Primavera, there is an accessory top case that gives the Havana some extra cargo capacity.

Overall, the looks are in the same ballpark. The Havana, however, is lacking a bit in the fit-and-finish department.

Lance gets some back in the brakes, though. The Havana sports hydraulic disc brakes front and rear, rather than dragging the drums out of the history books. Though it lacks ABS, it does sport a Combined Braking System that distributes braking effort between both calipers regardless of which brake lever you pull.

Suspension is more like what we're used to on motorcycles with a telescopic front end to soak up the bumps. The Havana runs a 169 cc thumper that delivers 11.8 ponies and 9.21 pounds monocoque 12.9/9.4, and so Vespa gains a slight edge here that holds all the way up to the checkout.

Predictably, Lance's price on the Havana Classic beats Vespa much like Floyd Mayweather beat Conor McGregor. The Havana Classic 200i rolls for only $2,699, so yeah, you could almost buy two of them for the price of the Vespa.

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“Much like Harley-Davidson, Piaggio does not use price as a selling point. It's more like 'You want what we got? Better skin that checkbook then!' Quality won't disappoint you, but if you're looking for economic transportation, it will take quite a while to amortize the price difference between the Primavera and, well, just about everything else in the world.”

He Said

My wife and fellow motorcycle writer, Allyn Hinton, says, “In 2018, Vespa released the Primavera “S” with a full-color TFT display in other markets, not ours. It was the first time in their history that one of their scooters had a fully-digital dashboard. I usually prefer the sweep gauges because my old-lady eyes can take in the display information at a glance, but the TFT displays are so clear, they're very easy to read.”

“The Primavera 150 is a nice around-town scooter with snappy acceleration and better ride and handling with the bigger wheels. Vespa added the TFT display to the Primavera 150, so I'm happy now.”

She Said

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