models

1978 Vespa 100 (V9B1T)

In 1978 the Vespa 90, with its three-speed gearbox, was joined in certain markets by the Vespa 100. The engine came from the 100 Sport.

In Japan demand for vintage Vespa scooters was so high that it was profitable for Piaggio to restart production of classic smallframes from 1985 until 1999. Production finally stopped only upon the retirement of the specialists building them. In a special sector of the Pontadera factory a few thousand brand new "Vintage" smallframes (50s, 100 and 125ET3) were built exclusively for Narikawa of Japan, who were the sole Japanese Vespa distributor. They remained on sale until 2000.

These guides were produced in Japanese by Motorino Del Vento, a Japanese dealer. I originally copied them to this site in order to translate them because we only had Babelfish 20 years ago, and it didn't do popups. I've got rid of the popups now anyway. We all have bigger screens and more data these days. The original page is here

Purchase guide

Engine sound of 100 - 28.8 Real Audio (34KB)

Other than the engine displacement and 3 speed gearbox this is almost identical to the 50s. It retains the steel wheels and the headset with the small round speedometer.

The top speed is approximately 80km/h. It's not exactly sporty, but the balance between the engine power and the body weight is the best of the smallframe Vespas. Even with a pillion passenger, there isn't a problem with the performance.

Some people may shy away from the 3-speed transmission, but in terms of ease of riding, this model is easier to get into neutral than the 4-speed model. It's much easier to ride than the 50s, so it's perfect for novices. Also, because there are fewer gears, each gear is thicker, so the transmission itself is more durable.

If you're mainly riding around town and are concerned about economy, this is the perfect scooter.

Right-hand side

Left-hand side

The famous single-sided suspension with interchangeable front and rear wheels.

Rear view

Front view

Headlight

High-Low switchable beam. The 6V25W bulb is dim. Use of a domestic [Japanese standard] bulb isn't possible because of the special shape of the bulb socket.

Gearchange

The twist-grip gearchange is one of the characteristics of the Vespa. Unlike the throttle, instead of just the grip, the whole lever assembly turns. Because of the 3 speed gearchange the 100 is easy to ride in the city. The gearchange feel is also secure and positive.

Throttle

The Vintage Series throttle does not return automatically when you release your grip. It takes some time to get used to it, but once you've have, it is much easier to ride for long periods of time.

Speedometer

The speedometer is made by Veglia and is the same part as the 50s. In daytime it is easy to see, but because there's no illumnination you cannot see it at night. There is an odometer, but no trip meter

Foot brake

Like a motorcycle the rear brake of the vintage is operated with your foot. It is easier to use if you place your heel on the center tunnel instead of placing your foot flat on the floor. The rear brake is basically the same as the 50, but the drum is more precise.

Spare tyre

This spare tyre is unique to Vespa. The front and rear wheels and the spare tyre are the same size, so they can be rotated. Because it is a single-arm suspension, anyone who can change tires on a car can do it. It makes sense to carry an inflated spare tyre. These Japanese models came supplied with them as standard.

Steering lock

There is no ignition key on the 100, and the only security is the steering lock. However, this lock cannot be broken by kicking or stabbing with scissors, so there is no need to worry too much. Use a cable lock or similar to prevent it being lifted and stacked in a truck.

Seat

The seat is made from a urethane cover over a base of springs stretched over an iron frame. It is a very elaborate seat.
If it tears you can get a replacement seat cover. The hook attached to the front of the seat is the bag holder, and doesn't have a lock.
A lockable version is available as an option. Because it's flat, it's easy to carry two people.

Tool box

You can fit your oil and measuring cup et cetera, as well as the toolkit.

Exhaust Silencer

Common to the 50 S. Its capacity is abnormally small by current standards, just as with the 50. The volume is louder than a domestic car of course. In the case of 100 it's possible to get a considerable power gain just by changing the exhaust. With this type of silencer it's possible to change the wheel without removing it.

Front End

The front-end design was based on aircraft wheels and is unusual for a motorcycle. It is easy to do maintenance. However, there is unevenness in braking effectiveness and precision is not so good. Recent models work better than the old ones.
The front suspension is not very good, so stiffening it up will make it quite stable. It is exactly the same as the 50s.

Kick starter

No starter motor is fitted of course because there is no battery. Starting the engine is via a kick starter. You cannot kick while holding in the clutch.

Horn

The Vintage Series has a unique sound. Because it has no battery, the sound is generated at a frequency that corresponds to the engine speed. It's charming, so there should not be any road rage caused by honking the horn.

Fuel tap

Identical to the 50S and others.

Tail lamp

This is common to all Vintage Series models. On the 50s and 100s, the engine will stop if you apply the rear brakes with the brake lights out.

Direction indicator

This is also considered a Vespa feature, but in Italy, vintage bikes don't have turn signals, so this was actually added as a last resort. Originally, it had German-made HELLA indicators, but recently it has been replaced with Italian-made TRIOM indicators. If you buy the spare parts, they are still made by HELLA.

Centre stand

Vespa comes only with a centre stand as standard. The side stand is optional but not recommended, because although it is not very user friendly and is easy to tip over. The stand can easily become worn out if handled roughly, so it is best not to stand on it too much while it is on the stand.

Engine (clutch side)

With the brake and the clutch cover removed.

Engine (flywheel side)

Forced air-cooled engine, the points ignition. There is torque because it is a long stroke engine. The engine response is slow with the heavy flywheel and fan, and good use of the 3-speed transmission makes it ideal for city riding. As with the 50s the points ignition requires regular but easy maintenance. The large piston is obvious when compared with the 50s. The engine is basically the same as 125 and 50 except for the three-speed gearbox, which has thicker gear cogs than the four speed boxes and is therefore more durable. This photo is of pre-delivery servicing.

Gear selector servicing

The gearchange grip tube must be lubricated as well as the control cables for a light gearchange.

Carburettor

Carburetor can be found below the tank by removing the tool box. It is a 19mm Dell'Orto. It is basically the same carburetor as the ET3. When new they have a tendency to stick or clog, so an overhaul is always performed before delivering a new scooter.

Specification

Type designation

V9B1T

Top speed

80km/h

Engine

96.12cc bore 49mm stroke 51mm two-stroke rotary valve

Starting system

Kick starter

Ignition system

Magnetic flywheel 6v/40W

Lubricating system

Mixture

Fuel consumption

47km/l (CUNA)

Tank capacity

5.6l

Gear box

3 speed gear change

Tyre size

3.00x10"

Length / width / height

1,665mm / 670mm / 1,015mm

Wheelbase

1,180mm

Weight

73kg

Price

¥345,000