vespa lcd display quotation

Has anyone changed a polarizing film on LCD display? I have a GTS 2006 250ie and the LCD display for the instrument is now hard to read. Especially during the daytime. The picture looks much better than I can see actually.

I tried to find out how to fix this issue, but I couldn"t find any DIY except replacing an entire speedometer. So, now I am thinking that replacing a polarizing film on the LCD display may fix this issue. But, I want to know it can really fix this issue before I starting this.

It"s hard to see in the picture, the polarizing film on the LCD display is torn. So I"m not sure a hair dryer can help even this case. But thank you for the tip. By the way, could you advice me what I need to be careful to repair an LCD?

Well, if you can get a piece of polarizing film you could give it a try. All I can advise is don"t get fingerprints on it and don"t allow air bubbles or dust under the film. Avoid disconnecting the electrical connections to the LCD. Good luck! 8)

Suns a bitch. My Vespa logo on my cluster used to black, it"s now gray. Sun"s destroyed the black paint on it. My scooter isn"t in the sun that much. I keep it in my RubberMaid shed or under the house (on stilts) when it"s cooling down after a ride. Can"t imagine what it would look like if it wasn"t.

I had similar dimmed lcd making hard to read at sunlight - did anyone fix this issue other that changing the whole block ? This is what I found - is this can be done on a Vespa ?

I"ve been frustrated with my faded panel on my 250 GTS for quite a while and finally took the time to do something about it. Came across this thread and got inspired by the last video posted on replacing the polarizing film on the LCD.

I bought an adhesive polarizing film and opened the dash panel and took out the LCD. I also had similar line cracks to the OP and was worried. Happened that those were cracks on a clear protective sheet on the bottom as well as a diffusor sheet behind the bottom polarizing sheet. I peeled off the polarizing sheet from top and bottom (as well as connected diffusor). Throughly cleaned the LCD. With a new polarizing sheet on top it was like I had a completely new LCD.

Completed this repair today and it worked like a charm. The old polarization filters were damaged due to excessive UV exposure. Photos of before and after included below. Now I can see the display in bright sunlight

I don"t know but it looks like those white tabs on the left of the LCD are shat you need to remove. There has to be an electrical connector behind it. have a look at the GTV 250 repair manual in the Wiki.

All went great until accidentally dropping lcd onto the only screw laying on the workspace. Cracked. I reassembled everything and it looks great except for the damn crack. Any chance I can buy a new lcd? Maybe a used one would suffice?

COMES WITH VESPA MIA AS STANDARD: There’s a wealth of fantastic kit that comes as standard with every Vespa GTS SuperSport, including the Vespa MIA app which uses Bluetooth to connect your smartphone to the bike’s electronics. That not only gives you access to trip statistics, but also means you can make and receive calls, receive messages and manage your playlist without removing your hands from the handlebar.

A SUPER-SPORTY SOUL: With its 300cc HPE (High-Performance Engine), the Vespa GTS SuperSport delivers maximum power of 17.5 kW at 8250 rpm (23.8 horsepower) and top torque of 26.0 Nm at 5250 rpm. This adds up to improved rideability, but the good news is that it also means reduced fuel consumption and noise. On top of that, the new analogue LCD instrument panel gives you access to a series of trip information that makes every urban outing even more enjoyable.

EYE-CATCHING DESIGN: The Vespa GTS SuperSport comes in a generous range of glossy and matt colour schemes, with carbon-look inserts and shiny black detailing that is the perfect accent to whichever livery you choose. There are plenty of additional touches and sporty-style graphics, while its comfy seat is upholstered in high-quality material with contrast stitching.

LCD DISPLAY: The wide front shield of the Piaggio Liberty S 50 has been developed to provide great protection from rain and is embellished with the classic vertical insignia. The instrument cluster elegantly mixes analogue and digital technology with all data summarised in an LCD display which is turned on via a button located on the right of the handlebar, whilst the classic speedometer with arrow holds centre stage in the centre.

E-MOBILITY WITH ALL THE BELLS AND WHISTLES: The handlebar houses a large 5.5-inch color LCD digital display features a twilight sensor that optimises the background and font colours for the prevailing light conditions to ensure it is always legible, while the stylish, clear screen graphics are easy to read at a glance. The combination of lightweight build, advance lithium ion battery and KERS (Kinetic Energy Recovery System) function that recharges during deceleration, means the Piaggio 1 delivers excellent range.

COMES WITH VESPA MIA AS STANDARD: There’s a wealth of fantastic kit that comes as standard with every Vespa GTS SuperSport, including the Vespa MIA app which uses Bluetooth to connect your smartphone to the bike’s electronics. That not only gives you access to trip statistics, but also means you can make and receive calls, receive messages and manage your playlist without removing your hands from the handlebar.

A SUPER-SPORTY SOUL: With its 300cc HPE (High-Performance Engine), the Vespa GTS SuperSport delivers maximum power of 17.5 kW at 8250 rpm (23.8 horsepower) and top torque of 26.0 Nm at 5250 rpm. This adds up to improved rideability, but the good news is that it also means reduced fuel consumption and noise. On top of that, the new analogue LCD instrument panel gives you access to a series of trip information that makes every urban outing even more enjoyable.

EYE-CATCHING DESIGN: The Vespa GTS SuperSport comes in a generous range of glossy and matt colour schemes, with carbon-look inserts and shiny black detailing that is the perfect accent to whichever livery you choose. There are plenty of additional touches and sporty-style graphics, while its comfy seat is upholstered in high-quality material with contrast stitching.

COMES WITH VESPA MIA AS STANDARD: There’s a wealth of fantastic kit that comes as standard with every Vespa GTS SuperSport, including the Vespa MIA app which uses Bluetooth to connect your smartphone to the bike’s electronics. That not only gives you access to trip statistics, but also means you can make and receive calls, receive messages and manage your playlist without removing your hands from the handlebar.

A SUPER-SPORTY SOUL: With its 300cc HPE (High-Performance Engine), the Vespa GTS SuperSport delivers maximum power of 17.5 kW at 8250 rpm (23.8 horsepower) and top torque of 26.0 Nm at 5250 rpm. This adds up to improved rideability, but the good news is that it also means reduced fuel consumption and noise. On top of that, the new analogue LCD instrument panel gives you access to a series of trip information that makes every urban outing even more enjoyable.

EYE-CATCHING DESIGN: The Vespa GTS SuperSport comes in a generous range of glossy and matt colour schemes, with carbon-look inserts and shiny black detailing that is the perfect accent to whichever livery you choose. There are plenty of additional touches and sporty-style graphics, while its comfy seat is upholstered in high-quality material with contrast stitching.

STAND OUT FROM THE CROWD: When you’re in the seat of your Vespa GTS Super, be prepared to attract attention wherever you go. Gleaming chrome combines with glorious pastels and bright colours to showcase a palette that also matches the saddle and interiors. This is a Vespa designed to capture your heart at first glance, and not a single detail is left to chance.

SUPER DYNAMIC: The Vespa GTS Super’s 300cc HPE more than lives up to its name. The High-Performance Engine is packed with technology designed to deliver outstanding performance and low fuel consumption. A single-cylinder with maximum power of 17.5 kW at 8250 rpm (23.8 horsepower) and top torque of 26.0 Nm at 5250 rpm, it is the perfect solution if you like to take things up a gear when you’re running around town.

FEEL THE CONNECTION: The analogue LCD instrument panel, keyless ignition, long-distance seat opener and Bike Finder function make the Vespa GTS Super a smooth and well-equipped travel companion, but you can forge an even stronger bond if you opt to install Vespa MIA. This handy app connects your smartphone to the scooter’s electronics via Bluetooth to offer you exclusive functions that are sure to make every ride even more fun and stimulating.

COLOR DIGITAL DISPLAY: The handlebar houses a large 55inch color LCD digital display featuring a twilight sensor that optimises the background and font colors for the prevailing light conditions to ensure it is always easy to read.

LCD DISPLAY: The instrument cluster features an LCD display that can be activated by a button on the handlebar. Elegantly illuminated in blue, it contains a fuel gauge, clock and odometer.

Back in 2003 Vespa launched the G125 and 200, then in 2005 came the GTS 250 followed in 2016 by a 300cc GTS. Three years ago in 2018 came the introduction of the 23.8bhp HPE engine, making the larger GTS model the most powerful standard Vespa ever produced. The 21st century really has seen the Italian marque"s iconic scooters grow ever bigger and faster in response to the demands of modern traffic conditions.

For 2023, Vespa has taken a slightly different turn and improved the style, safety, comfort, suspension, and brakes of its flagship GTS, while giving it an injection of new technology too

Vespa has stayed with a classical design on the standard GTS and Super, while opting for a slightly more modern take with the Super Sport and Super Tech. All four machines boast an improved quality of finish, pleasing new switchgear, new LED lights and neater fittings.

Vespa has also come up with a new dash and introduced a keyless system that operates both ignition switch and seat lock. Comfort has been enhanced with a new seat, which also allows shorter rides to feel more secure, despite the new bikes having the same 790mm seat height as before.

Any Vespa update is big news among the scooter cognoscenti, and these new models represent a significant step for Vespa and its parent company Piaggio. So we grabbed the keyless fob to the classic-looking GTS Super and headed out into historical Rome for the day. Where better to test the new, Italian-built Vespa?

In 2019 Vespa introduced the four-stroke 4v water-cooled 300 HPE (High-Performance Engine), the most powerful motor to be housed in a Vespa. The single-cylinder engine remains virtually unchanged, producing the same power and torque: 17.5kw/23.8hp at 8250rpm and 26Nm/19.2ftlb of torque at 5250rpm.

Fuelling is controlled by the latest generation Magneti Marelli MIUG4 ECU, with improved calculating capacity. Vespa has also tweaked the valve lift by changing the camshaft and added a new high-pressure multi-jet injector. These plus other small changes to the intake system improve torque at low speeds; make for easier, almost instantaneously start-up; and improve fuel consumption. Vespa quote 85mpg.

Vespa aptly launched their new models in Rome, starting just a short journey away from the heart of the dramatic capital. With no clutch and very little lag – just twist and go – the GTS is as simple as it gets to ride a powered two-wheeler. The throttle connection is smooth, and you can ride along at walking pace with ease, without trailing your feet for stability.

There is power on tap: when you see a gap in the traffic or want to nip past a slow-moving bus, the 300 has a welcome zip of acceleration. Rome was, as expected, thoroughly congested but the Vespa carved up the traffic like it was born to the task. And, crucially, the HPE powerplant injects the GTS with enough drive from the lights to get in front of those frustrated cab drivers who race from every set of lights while dreaming of becoming Charles Leclerc.

I only managed to escape the congestion for an hour, but the four-stroke wasn’t outclassed on the open road. I’ve ridden the previous model, and the 2023 Vespa shares a very similar engine, with the same quoted power and torque. It will breeze up to 70mph – even 80mph in favourable conditions –while cruising at 70mph isn’t too much to ask.

Vespa wanted to improve the ride quality, comfort and handling of the new GTS, which resulted in a completely new single-sided front suspension unit. The new front fork gives the Vespa a different feel, with the strange ‘lift’ you sometimes get on the old forks all but eradicated. Now, the front feels more conventional; you don’t have the full dive of normal telescopic forks, but there is some familiar movement. They feel plush and soft over imperfections and are not as vague or rigid as the old system.

The rear setup has also been revised, again for the purpose comfort and handling. Combined with the new front you really feel the quality of the new set-up. Rome"s cobbles, potholes and every imaginable surface in between were certainly a thorough test for the Vespa, and it truly shone. It dismissed cobbled surfaces that would shake some bikes to pieces and stayed serenely composed on the very worst the Italian capital could throw its way.

On the faster sections away from the centre of Rome, stability was excellent, with ground clearance not an issue in a busy urban environment. I loved the feel of the new front end, which filled me with confidence as the pace picked up and a city of frustrated F1 drivers got serious. It’s also nice to see Vespa hasn’t tried to save money on cheap rubber; the GTS"s excellent Michelin City Grib should work equally well in the wet as they do in the dry.

But battling for position in the seething heart of Rome is where the Vespa is truly at home. The new, wide bars give more leverage, and you can flick the GTS 300 between FIAT Panda wing mirrors with absolute nonchalance, its 12-inch wheels and minimal 155kg making the steering almost weightless at urban speeds.

Following feedback from existing GTS owners, Vespa wanted to improve the comfort of the new 300, and this has been achieved with a new front end, revised rear settings, a new seat and a roomier riding position.

I only spent a single day on the new Vespa and comfort wasn’t once an issue. The bump-nullifying ride quality is seriously impressive, especially for a £6000 scooter, and certainly leaves you fresh after a dice with the traffic.

Despite new fuelling and small revisions to the engine, Vespa claims the same 85mpg as previously. With an 8.5-litre fuel tank accessed from under the seat, now via a keyless lock, the potential range is 190 miles. Some owners of the current GTS take on serious miles as cruising at 60-70mph isn’t a problem. But I think if I were going to use the Vespa for longer distances I’d fit the larger aftermarket screen.

Vespa claims "a significant reduction in braking distances" thanks to new hydraulic master cylinders that are now Brembo items along with new brake calipers front and rear, with an updated Bosch system controlling the non-lean-sensitive ABS.

Despite its retro looks Vespa wanted to bring the 300 bang up to date in terms of technology. A new keyless system operates the ignition, seat and a small glove box up front containing a USB port and just enough room for a phone and spare gloves. VESPA MIA connectivity system comes as standard on the Super Sport and Super Tech or as an accessory for the standard GTS and Super as tested, should you wish to connect your phone. The Super Tech also gets a new TFT dash, which I think clashes slightly with the ‘classic-retro’ look of the Vespa. The other three models get a more traditional analogue speedo with a 3-Inch LCD display.

According to Vespa there is enough room under the seat for two Vespa Visor 3.0 jet helmets, but it’s tight. If that isn"t enough storage, Vespa offers a large 36-litre top box, which will accommodate a full-face helmet, and gives additional back support for a pillion. Front and rear luggage racks are available and, as expected, two optional screens (medium and high) can be grabbed from the official catalogue. Heated grips combined with a thermal leg cover will keep you toasty warm in winter and help make the GTS a versatile all-year bike. Vespa even offers alternative exhausts that sound a little fruitier than rather dull original, while a centre stand comes as standard, which you’ll need as there is no parking brake.

If you want to ride Route 66 in the USA, then it really must be a Harley. For a track day at Mugello in Italy, then it has to be a Ducati or Aprilia. Commuting in Rome, meanwhile, requires nothing other than an Italian-made Vespa. On this test, I never once wished for another scooter.

Of course, the new bike’s qualities will shine in any city – Rome or Rotherham. The suspension and brakes are a significant improvement over the older model"s. The ride quality on seriously dodgy road surfaces is sublime. And the new brakes are equally impressive. Vespa has really pulled its socks up because the new GTS exudes premium quality, with even details like its fasteners cleverly hidden.

If you’re going to buy a scooter with your heart, it really has to be Vespa. The GTS made me smile every time I saw its reflection or gazed at it while sipping an espresso. The old 300 wasn’t a bad bike, but the ride quality, feel and uprated rider aids and technology of the new bike make it a serious contender for the best mid-capacity scooter on the market.

To scrutinise the revisions and how they fare in the real world, we spent some time with the new Vespa VXL 150 BS6. What made things more interesting here was the presence of the new Racing Sixties limited edition SXL 150, which brings an additional aesthetic oomph and exoticism to the mix.

Piaggio has always been focused on delivering exclusivity and a premium feel to its customers with its Vespa scooters in India. While the ideology continues to remain the same, the transition to BS6 era has brought some changes to the Vespa offerings. These alterations go beyond cleaner engines and aim to facilitate the scooters with more practicality.

To scrutinise the revisions and how they fare in the real world, we spent some time with the new Vespa VXL 150 BS6. What made things even more interesting here was the presence of the new Racing Sixties limited edition SXL 150, which brings an additional aesthetic oomph and exoticism to the mix. Now, with no further ado, let’s see how our day unfolded with these two Italian stunners.

The retro-inspired Italian design of the Vespas is one of their strongest traits and that have been retained in the BS6 models as well. Hence, the VXL 150 BS6 is still an elegant-looking scooter sporting plush and curvy body panels with chrome accents. But for those who wish to draw more attention on the road, the Racing Sixties edition of the SXL 150 is a true charmer.

Adorning white paint all across the bodywork, it wears red stripes on certain areas which are inspired by the Vespa racing scooters from the 1960s. Lending it a sportier appeal is the blacked-out treatment on the mirrors and headlamp bezel, which are chrome-finished on the standard models. Setting it further apart are the glittering golden-coloured alloy wheels. Besides these cosmetic changes, the limited edition is mechanically the same as the standard VXL 150 and SXL 150 models.

Now, may it be the Racing Sixties or standard trims, the Vespa scooters continue to exude opulence with splendid paint quality, fit, and finish, with the only niggle being the slightly substandard plastic quality of switches.

Although the Vespas have retained their old-school styling, they have become more modern on the feature front. The halogen headlamp has been replaced by a full-LED unit while a USB charger and a boot lamp are also a part of the package now. Meanwhile, the analogue speedometer with a small LCD dash has remained untouched. Stowage needs are still fulfilled by a decently-sized under seat compartment, large enough to store a half-face helmet, and a closed storage box up front, which can take in small items such as a mobile phone and a cold drink can.

Vespa has also kept the cycle parts unaltered. Underpinned by a monocoque chassis, it rides on an 11-inch wheel with a single-sided link-type suspension up front and a 10-inch wheel with a monoshock at the rear. Braking is handled by a disc-drum combination with single-channel ABS. What’s majorly revamped is the engine which not only gets fuel-injection in place of a carburetor for cleaner emissions, but the displacement has also shrunk from 154cc to 149cc. Of course, the power figures too have gone marginally down to 10.2bhp and 10.6Nm.

The drop in performance numbers isn’t very noticeable on the road as it is still a peppy machine with sprightly acceleration. Wring the throttle spiritedly and it quickly picks up pace, accompanied by a throaty exhaust note which is typical of a Vespa. The shift from carburetor to FI has resulted in a slightly crisper throttle response, while the vibrations are also more contained now. One can feel a minor buzz on the footboard and handlebars but only above speeds of around 60-70kmph. Another reason for the lively performance of the scooter is its light weight of 114kg (kerb).

The low kerb weight of the Vespa also contributes to its nimble handling and flicking it through lanes is effortless. Further aiding its agility are compact dimensions and the rigid monocoque chassis which concertedly deliver a fun and engaging experience. Also, the extremely short turning radius means taking U-turns and squeezing it through tight parking spots is easy-peasy.

Another desirable aspect of the BS6 Vespa is its ride quality. While the previous models were plagued with a bumpy ride quality, courtesy of the stiff suspension setup, the BS6 iteration gobbles up most of the potholes, bumps and ruts with much more ease now. Notably, the company says it has been progressively working on this area for a long time. Stopping power comes from a disc brake up front which quickly cuts down the pace while ABS makes sure the wheel doesn’t lock up. However, it could do with slightly more bite. The rear brake, meanwhile, has good progression but lacks feel significantly.

In its BS6 avatar, the Vespa VXL 150 is the same charming scooter with a brisk performance, agile handling, and easy-to-manage weight and dimensions. And the improved ride quality only adds to its positive facets. But the biggest chink in the Vespa’s armour is its over the top price tag. The VXL 150 BS6 costs Rs 1.23 lakh while the Racing Sixties edition is pegged at Rs 1.34 lakh (both prices are ex-showroom). The latter is undoubtedly gorgeous but demands too hefty a premium for only a cosmetic job.

Despite the exorbitant cost, these scooters are devoid of things like a parking brake, external fuel filler cap, and a data-extensive digital dash, which have become a norm these days. But then, Vespas are more of lifestyle products meant for buyers who prefer form over function, exclusivity over practicality, and boldness over subtlety.

Now, let"s view the various wholesale vespa primavera options available here. Thanks to the deals and discounts provided by multiple sellers, you can easily find vespa primavera you"re looking for. Remember that a motorcycle body airbag, whether connected or wireless, should be able to deliver instant inflation to protect the motorcyclist"s vital body parts such as the neck, shoulder, spine, abdomen, and chest. So, start looking for the necessary safety gear for a safe motorbike ride right now!

LCD DISPLAY: The instrument cluster features an LCD display that can be activated by a button on the handlebar. Elegantly illuminated in blue, it contains a fuel gauge, clock and odometer.

The e-Scooter designed by BMW, stands out for its innovative design, it has no mirrors, and is equipped with two cameras by the rear lights that tell the rider about what goes on in the back, through information available on two LCD screens. The BMW e-scooter has a range of 60 miles and a performance equivalent to a convencional motor scooter of 400-500cc. The scooter can be charged in less than 3 hours through a conventional socket. 電子スクーター

A few design changes have been made to add fluidity and dynamism to the look of the GTS, combining the Vespa"s classic, exclusive look and maneuverability with the performance and technological prowess of big touring scooters. From the front, the Vespa GTS is instantly recognizable by the position of the headlight placed midway down the shield next to the horn, reminiscent of 1950s Vespas, which had a small lamp on the mudguard. The impeccably finished, double-stitched saddle adDual Sport a racy touch while improving the comfort of the ride.

The GTS also features a combination digital/analog dashboard-simple and stylish; the LCD display includes a fuel gauge, a rev counter bar, full and partial mileage, a digital clock with the date, an outside air temperature gauge and a coolant temperature gauge. Analog instruments include a speedometer and a comprehensive set of warning lights: turn signals, position and high beam lights, oil pressure, fuel reserve, the immobilizer LED light and the injection control LED light.

While its natural riding position and ergonomics have always made the Vespa comfortable, the seat on the GTS has a new shape and material for an even better ride. Carrying some bags? A rear luggage rack comes standard, and the underseat storage opens with the press of a button, making those spontaneous trips out of town convenient and hard to resist.