Vespa GTV 300 scooter test 2024

According to Vespa, the GTV is the sportier and at the same time more traditional model sister of its top model, the GTS 300. The GTV model series is reminiscent of Vespa's possibly greatest racing success. In 1951, 10 Vespas competed in the Sei Giorni endurance race in Varese alongside many off-road racing motorcycles. The scooters were ridiculed by the motorcyclists and seemed out of place until, to everyone's surprise, they won nine individual gold medals at the end of the race. The limited edition "Sei Giorni" Vespa model was already reminiscent of this triumph in 2017 and the GTV 300 is now continuing the tradition.

Visually, the GTV showcases its heritage with a sporty retro look, particularly highlighted by the distinctively low-positioned headlight. The Italians refer to this design as "faro basso," or lamp at the bottom, a feature seen on various Vespa models over the decades. The GTV incorporates this traditional design element, along with the free-standing tubular handlebars and the front fairing, from previous GTV models, but modernizes the look with LED light elements and a contemporary, circular LC display that offers smartphone connectivity. Additionally, the GTV intentionally breaks away from the more traditional, some might even say staid, design of earlier GTV models and, atypically for Vespa, omits all chrome parts. There is no shiny chrome on the handlebar ends, fittings, exhaust cover, headlight ring, Vespa logo, model lettering, or other typically reflective components. As a result, the GTV 300 immediately appears serious, fierce, and sporty without losing its Italian flair. Except for the handlebar fittings. Due to the free-standing tubular handlebars, the switch units that are usually integrated into the handlebar fairing were no longer feasible, but despite all the sportiness and purism, the GTV 300 still deserves more lovingly designed fittings.

Apart from the special, stand-alone design, the GTV is very close to its GTS sister from a technical point of view. At its heart is the same liquid-cooled HPE 300 single-cylinder engine, which produces 23.8 hp at 8,250 rpm and 26 Nm of torque at 5,250 rpm from its 278 cc displacement. The steel frame, the basic shape of the fairing, the 12-inch wheels, the 8.5-liter tank, and the seat height of 790 mm are identical to the GTS. The vehicle weights are correspondingly close. We weighed the GTV 300 on our 1000PS cattle scales with a full tank at 168 kg, while the GTS 300 came in at 166.5 kg. There are only slight differences in the saddle, front suspension, and brakes, but these have already caused a stir within the Vespa community. In 2023, the GTS 300 received revised brake calipers and brake pumps and a cross strut on the front wheel suspension, which, according to Vespa, is intended to increase the comfort and stability of the vehicle on cobblestones. However, the new GTV 300 has not received these updates and is therefore internally identical to the "old" GTS 300. But is the "outdated" technology noticeable in a negative way when riding?

Although the Vespa GTV presents itself as a sporty two-wheeler, as a small scooter, the urban area remains its home territory. Our test area was therefore mainly the Vienna city area, as well as the surrounding country roads and short stretches of highway. As expected, the GTV performs very well in and around the urban jungle. The low weight and small wheels give it great agility; it tilts almost automatically when leaning and can be steered wonderfully easily and quickly through dense traffic and lines of cars thanks to the tubular handlebars and the short wheelbase of 1380 mm. On uneven roads, the GTV with its short suspension travel is not a comfort miracle, but despite the lack of a suspension update, riding it is not a torture. Although bumps are perceptible, they are not transmitted unpleasantly to the rear and only on the biggest bumps and with momentum do the rear shock absorbers bottom out. Even at higher speeds of up to approx. 130 km/h, as this is the GTV's maximum speed range, it remains stable and true to track. The well-padded saddle with its single-seat look at least softens the shocks that the suspension is unable to absorb. The sportier shape of the seat compared to the GTS offers good support for the rider, but has disadvantages when riding with two people.

Camera kid Schaaf takes a seat behind me and we navigate through the traffic together. Essentially, the GTV offers the same amount of space as the GTS, meaning that with two men wearing shoe sizes 44-45, it gets a bit tight in the foot area. The biggest difference, however, is the seat. The saddle of the GTS is rather straight, with the pillion seat even leaning slightly towards the rider. However, due to the single-seat look, the saddle of the GTV slopes down towards the rear. This looks more dramatic than it is in practice, as the seat compresses nicely under the weight of the passenger and you don't have the feeling of constantly falling backwards. Riding the GTV 300 with two people is already uncomplicated and good enough, but you can still feel the somewhat unconventional shape of the GTV saddle and feel less comfortable in two-person mode than on other Vespa models.

Although higher speeds are also possible with the engine, as already mentioned, city speeds and a little more are the comfort zone of the HPE unit. The Italian scooter accelerates really quickly from 0 to 50 km/h and the 70 km/h mark also follows quickly if you let off the throttle. These acceleration maneuvers conjure up a broad grin under the helmet, unless the traction control intervenes. In adverse conditions, in the cold, wet or on wet tracks, it is a good safety feature, but in dry conditions the system is tuned a little too conservatively and feels like it takes away power more often than it should. However, this is only the case when accelerating hard from a standstill; the electronics work perfectly while driving. The tighter the bends, the more fun it is to ride the Vespa GTV 300, as you can make full use of its agility and the powerful mid-range of the power band. It manages fun, brisk speeds very well, feels confident and remains stable even on undulating roads. The brakes are not overly sensitive, but they do a decent job, with the rear brake doing more work than usual on motorized two-wheelers due to the weight at the rear. As soon as you put the knife between your teeth, leave the aforementioned comfort zone of the scooter and really want to know, you will noticeably reach the GTV's limits. It is not made for merciless heating. The engine runs out of air at higher speeds, the chassis can no longer prevent small rocking movements and the brakes also need a lot of manual force for hard decelerations. In addition, you have to pay attention to the lean angle on left-hand bends, which is much more limited on the left than on the right due to the main stand.

Practical use plays a major role for scooters, which are often mainly used as everyday vehicles. The practical keyless system, smartphone connectivity via the Vespa MIA app, the low fuel consumption of 3.3 l/100 km, although this quickly climbs towards 5 l/100 km on high-speed passages, and the small design, which was created for rapid progress in heavy traffic, all speak in favor of the GTV 300. What the GTV lacks, just like its GTS sister, is sufficient storage space under the seat. Unfortunately, a full-face helmet is not an option here, only a jet helmet. However, the sales figures for the GTS suggest that this shortcoming should not bother too many Vespa buyers.

As the GTS 300 is not only the model sister of the GTV, but also the current top dog in the Vespa range in terms of sales figures, it is worth comparing prices. In Austria, the Vespa GTV 300 costs €7,699, which is €500 more than the €7,199 GTS 300. Here you can find German prices for the Vespa GTV 300 and Swiss prices for the Vespa GTV 300. For the extra price, the GTV 300 is a sinister-looking yet traditionally styled GTS with a modern LC display that offers better readability and smartphone connectivity.