kang jajang

paradise2307
Vespa Team Junior


Jumlah posting: 799
Age: 42
Localisation: Citayam-Depok
Registration date: 24.07.08

vespa f1

saat ini... harga mobil makin tidak terjangkau... bangsa indonesia, sepertinya tidak mampu membuat mobil nasional yang murah meriah... karena takut oleh pabrikan mobil asing yang sudah menjajah industri otomotif indonesia.. oleh sebab itu... ide gila, dan kreatif dari anak vespa mungkin bisa menjadi terobosan... daripada bikin sespan.. gimana kalo sekalian aja bikin mobil kecil kapasitas 2 penumpang dengan mesin vespa...?

ini saya kasih contoh mobil kecil menggunakan sasis mobil gokart dengan mesin yamahmud...


atau ini tampak depan kanan

jaduel

Ignsp
Vespa Team Bronze


Jumlah posting: 2755
Age: 45
Localisation: Pinggir sungai Vila Kalisari - Depok PANDIN - NRF :127 HP:0811952246
Registration date: 07.09.09

si merah

tvs

sesvan

Rabu, 11 November 2009

Tahun :1946 / 1947VIN :V98Nomor :01 / 18079Produksi :18079 unit
Fork depan masih mengadopsi roda pesawat terbang dan berada di sebelah kiri ban depan (sekarang di sebelah kanan ban). Dengan kapasitas mesin 98 cc maksimal kecepatan hanya 75 km/jam, konsumsi bahan bakar 3 : 100 atau 3 liter buat 100 km, irit kan? Vespa 98 ini di produksi tahun 1946, sebagai cikal bakal model Vespa yang melegenda hingga sekarang. Pertama beredar, V98 sangat diminati oleh masyarakat karena harganya yang murah serta keamanan dan kenyamanannya. Di tahun berikutnya (1947) V98 di produksi dengan jumlah unit yang sama (18079 unit), dan hasilnya laris manis di pasaran.

modip vespa

MODIFIKASI VESPA

"PERGI di hari Minggu.. Bersama pacar baru.. Naik Vespa keliling kota.. Sampai binaria.. Hatiku jadi gembira.." Penggalan lagu berjudul Piknik '72 yang dibawakan Naif itu tampaknya akan lebih menggembirakan jika piknik-nya dilakukan dengan Vespa ber-sespan milik Heri "Koco" Sonata, pria yang memiliki bengkel dan rumah modifikasi Vespa di daerah Cilenggang Serpong ini. Vespa milik Koco adalah Vespa tahun 1979. Awalnya ia membeli Vespa tersebut dengan kondisi full orisinal seharga Rp650 ribu. Dengan tujuan awal untuk hobi semata, ia bersama orang tuanya yang memang gemar memodifikasi Vespa bahu-membahu mengubah penampilan tunggangan kesayangannya itu. Ide nya pun berasal dari diri mereka sendiri. Kini tampilan Vespa itu sangatlah menarik dengan dipadukannya sebuah sespan (zyzspan) atau kereta samping. Sespan yang menemani Vespa itu bukan terbuat dari plat lembaran pada umumnya, tapi menggunakan plat drum. "Sespan itu merupakan hasil bentukan sendiri, bukan beli jadi," ujar Koco kepada Mediaindonesia.com. "Awalnya tidak ada sespan. Original Vespa di Itali pun demikian. Variasi sespan di Italia kebanyakan di kanan motor, sedangkan penggemar sespan di Indonesia memasangnya di kiri motor," tambah Koco yang merupakan anggota VBSD, sebuah klub bagi para pecinta Vespa di seputaran BSD Tangerang. Walau awalnya Koco tidak merencanakan mengikutsertakan tunggangannya untuk kepentingan berbagai kompetisi, namun tampaknya fakta berbicara lain. Dalam sebuah event kompetisi otomotif "Speed of Modification" dari 31 Januari hingga 1 Februari 2009 kemarin, Vespa berwarna merah terang dengan strip putih itu berhasil memboyong dua penghargaan sekaligus. Ia berhasil meraih "The Best Vespa 1" dan "The Best Most Fungki" untuk kategori motor. Tak hanya mementingkan penampilannya, Vespa itu pun dilengkapi dengan sound system. Namun Koco mengaku kehadiran sound system di tunggangannya itu hanya sekedar untuk tambahan aspek hiburan. Untuk menaggung beban listrik dari kehadiran sebuah subwoofer di Vespanya itu, Koco harus mengadopsi aki mobil 60 ampere untuk kelistrikan Vespanya. Salah satu bukti penonton menyukai hasil pekerjaan Koco adalah datangnya penawaran secara tiba-tiba dari salah seorang pengunjung kompetisi. "Ia langsung menawarkan pembayaran tunai sebesar 10 juta untuk motor Vespa saya ini. Namun saya menolaknya karena masih mau menggunakannya sekaligus membawa nama klub VBSD," ujar Koco yang mengaku telah mengeluarkan uang sedikitnya 5 juta rupiah diluar biaya tenaga untuk modifikasi Vespanya tersebut. (OL-02)

vespa histori

Vespa History

Posted on December 5, 2008 - Filed Under | Comments Off

History of Piaggio and Vespa Motor scooters

(Based on How to Restore and Maintain Your Vespa Motor scooter Book, by Bob Darnell & Bob Golfen)

The Vespa motor scooter is emblematic of all that is romantic and carefree about the Continental lifestyle, a virtual symbol of Italy, and a stylistic icon readily connected with youth and adventure. For many parts of the world, Vespa scooter are also a workhorse of basic transportation, a ubiquitous urban presence in European and Asian nation – the buzzing of motor scooter is still heard throughout ancient alleys and wide boulevard. With more than 15 million sold in a half-century of production, Vespa models are far and away the best-selling motor scooter of all time.

For Italians, the Vespa scooter has a broader meaning, symbolic of their country’s reemergence as a major industrial power from the shambles of World War II. It shows how a complex economic problem can be reduced to the elegant simplicity of a motor scooter. And Vespa designs serve to demonstrate the Italian sense of style and innovation.

From its roots of providing basic transportation and the bare beginnings of economic survival for the people of Italy devastated by World War II, to its role as treed-setting fashion accessory during the turbulent 1960s, the Vespa motor scooter has retained its general design and overall mission. The style and culture fit in well with today’s youth, who appreciate the retro charm and post-industrial. Old scooters fauns parked in garages and basements are being resurrected, restored, and ridden by a new generation.

Piaggio, the company that developed and produces the Vespa scooter, goes back more that a century, founded in Genoa by Rinaldo Piaggio in 1884 as Societa Anonima Piaggio. Originally dedicated to producing woodworking machinery, the company was soon engaged in building railroad cars for the booming rail industry. Latter, the company built commercial vehicles, automobiles, and boats. During World War I, Piaggio began to take part in the fledgling aviation industry by making airplane parts in 1914, and the following year, entire airplane. Piaggio’s innovative bent soon emerged as he developed such advances as as pressurized cabins and retractable landing gear. An aviation engine designed by Piaggio set 20 word records during the 1920s.
In 1938, Rinaldo Piaggio died, leaving the company’s two factories in Tuscany to Enrico Piaggio, 33, and his younger brother, Armando, 31. The timing for two young industrialist to take over their father’s business couldn’t have been worse, as fascist dictator Benito Mussolini had cemented his power in Italy and was poised to enter a pact for world conquest with Germany’s Nazi leader, Adolph Hitler.

During the war, the factories cranked out aircraft for the Axis war effort, developing several fighters and Italy’s only heavy bomber. Naturally, the factories became prime targets for Allied bombing raids. They were hit again and again, and at war’s end, the factory lay in ruins, and more than 10,000 Piaggio employees were out of work. But then, much of Italy was a shambles, all its industries bombed and destroyed, its people poverty stricken and demoralized. Under terms of the Allied peace agreement, Piaggio was banned from producing aircraft, which left Enrico Piaggio, who by then had taken over the business, casting about for a new product once he had rebuilt a factory in which to produce it.

NECESSITY, THE MOTHER OF VESPA

Transportation was a struggle in post-war Italy. Automobiles were expensive and in extremely short supply, even if people could find enough gasoline to run them. Most of Italy’s workforce depended on a scant number of bicycles to fulfill modest transportation needs. Piaggio, with his background in transportation, saw the need of the people and a way to get his factories humming again with a product that would be relatively easy to produce and allowed under terms of the peace agreement. And as it turned out, it was a product that would boost the morale of a defeated nation. Soon, he was devising a new kind of basic vehicle so innovative that it would forge his mark on the second half of the twentieth century.

Piaggio didn’t invent the motor scooter. It had been tried before, but without much real success. The earlier scooter were mired in bicycle and motorcycle technology, failing to move beyond the tried and true, and turned out to be heavy, clumsy, and slow. Piaggio’s vision of a scooter was absolutely unique, more like a two-wheeled auto-mobile than a bicycle—a clean, comfortable vehicle that a could be driven by anyone with ease.
Piaggio had observed a failed effort by the Italian army to provide small scooters for paratroopers. Called the Aeromoto, it was produced by the Turin company, Societa Volugrafo, and design to be parachuted out of airplanes along with the soldiers, who would use them to buzz their way over to the battle front more quickly. Perhaps a good idea, but the Aeromoto was so poorly designed, underpowered, and unstable that the plan was quickly abandoned, along with the scooters.

In 1945, two of piaggio’s design engineers, Vittorio Casini and Renzo Spolti, produced a scooter based on a small motorcycle being built at his Biella plant. They had taken an earlier scooter design, the peculiar SIMAT designed by Vittorio Belmondo in the late 1930s, and built on the basic idea. What they produced was an ungainly contraption, nicknamed Paparino, the Italian derivative of Donald Duck, which mockingly reflected its odd, ducklike shape. Piaggio himself described it as “a horrible-looking thing,” and it was soundly ridiculed by the press and public.
But from those humble efforts, Piaggio saw the spark of genius. Paparino had fired his emplotees back to work and Italy back on wheels. Piaggio wanted to build a new kind of scooter that would be inexpensive, economical, light-weigh and maneuverable, and able to be ridden comfortably by women as well as men. He wanted the rider of his scooter to be shielded from dirt, pudled, and the bike’s mechanical parts, the same as a person driving a car. And he wanted it to be the soul of simplicity, easy to build, easy to understand, and easy to repair.
To help realize his vision, Piaggio in 1945 enlisted the help of his head designer, engineer Corradino D’Ascanio, the inventor of the helicopter, who took his vast knowledge of automobile and aircraft design and narrowed its complexities down to the most basic of terms.
D’Ascanio disliked traditional motorcycles and felt that they had more defects than attributes—uncomfortable seating position, exposure to puddles and road debris, dangerous drive chain, and difficulty in repairing flat tires, among other faults. So he set out to create something that would take Paparino a giant step further along, and well away from motorcycle technology. A major part of D’Ascanio’s innovative work came from his understanding of stressed-skin body-work, used extensively in aircraft, in which the body serves double duty as an outside frame, eliminating any sort of separate supporting structure. Today, we know this as monocoque, or unibody, design, with essentially every passenger vehicle based on the concept. But in 1945, it was radical thinking.

In just three months, D’Ascanio delivered his assignment. When the engineer returned with his take on scooter design, Piaggio was impressed with the result. D’Ascanio’s scooter was smooth and aerodynamic, with an overall shape that looked strikingly modern. As Piaggio looked at the scooter’s narrow waist and wide, rounded rear aspect, and heard the buzzing of the little 98-cc engine, he remarked, “Semba una vespa,” which in Italian meant, “It seems like a wasp.” Of course, “Vespa” is the name that stuck, and remains still, all around the globe.

It became the prototype Vespa motor scooter. It was constructed without a supporting frame, instead using a sheet-metal fuselage. It has a broad shield to deflect splashes and debris from the rider, who sat upright gripping wide handlebars. The front fork was substituted with a one-sided wheel assembly and suspension much like the tail-dragger wheel of an airplane. A drive chain or drive shaft was unnecessary because the unitized engine and drive train were hidden within the bodywork of the scooter, shielding the rider from grease, dirt, and oil. D’Ascanio had taken elements of motorcycles, bicycles, automobiles, and aircraft to create something new altogether.

One obvious advantage over the motorcycle was the ease of repairing a flat tire. When motorcycle riders suffer a flat, they are stuck with the daunting job of dismantling the tire and tube from the wheel—which is difficult to remove from the bike—patching the tube and putting it all back together. It’s a dirty job that requires tools and skill. But with the Vespa design, both the front and rear wheels are identical, mounted on one-sided stub axles that allow them to be removed easily and replaced with a spare, which is carried on the back of the scooter or, in later years, behind the legshield or under the left cowl.

The prototype was introduced to the world in 1946 in the posh surroundings of the Rome Golf Club before a gathering of Italian leaders and aristocracy. Quickly, it was hailed as Italy’s first post-war innovation and recognize for its practically and usefulness. And for the first time in many years of militaristic oppression, the scooter represented something that was fun and uplifting, just as it is today.

The first run of Vespa scooter was examined and tested by skeptical journalists, who were soon won over by the scooter’s surprising attributes, despite their early negative reactions. Most impressive, the press decided, were the handling, the performance from the two-cycle engine, the ease of operation, and the fact that anyone wearing a skirt or a nice pair of dress pants could ride in comfort and arrive at his or her destination without mussed clothes.
Yes, it was immediately obvious that here was a two-wheeled vehicle that could be used by woman as practically as men. Besides its light and easy operation, the motor scooter offered its unique protective apron and floor, step-through entry, and a seat that allowed the rider to sit upright as in a chair, rather than having to straddle it like a motorcycle—a highly unladylike position in 1940s Italy, especially while wearing a dress.

Bolstered by the favorable reception, Piaggio immediately had 100 scooters made in a preliminary run. A deal was forget with Lancia, a prestigious make of automobile, to sell the first batch in its dealerships. The 100 were soon gone, and a production run of 2,500 scooters was undertaken. In all, 2,181 were sold in 1946, 10,535 in 1947, and nearly 20,000 in 1948.

Still, some critics panned the scooters as being unsafe, or noisy, or just not up to snuff. Motorcyclists and the motorcycle industry were harsh in their criticism, stating that the Vespa 8-inch wheels were dangerously unstable, that the scooter was too slow and didn’t handle well. They said was impractical for anything more than short jaunts around urban areas.
But many others loved the Vespa scooter and all that it represented. It was innovative, it was stylish, and it was affordable, all the things that poor and war-weary Italians were longing for. Piaggio weathered all complaints, confident that its new motor scooter would take the world by storm. Which it did.
Italian women were greatly affected by this new mode of transportation, giving them a taste of freedom and mobility they’d never had before. The Vespa scooter’s sophisticated, feminine form was quickly viewed as the stylish and cosmopolitan way for women to travel and be seen traveling on Roman roads. And for young men, the motor scooter became a means of both attracting young women and spiriting them away for a more private rendezvous. As they buzzed about those drab post-war city streets and country roads, the whimsically modern shape of the scooter must have seemed like bright spots of joy.
The early scooters, with their rigid rear suspensions, fender-mounted headlights, exposed engine covers and bicycle-style handlebars, are today know mainly as “rod models” because of the complex system of solid control rods that actuated the gear change. While rod bikes have plenty of appear today because of their novelty, at the time, the changeover to flexible cable in 1951 was greatly appreciated by contemporary riders. Still, 65,000 of the last run of rod-model scooters were sold during 1950.
The earliest models had no provision to cool the engine, despite its confined location. In 1948, the air-cooled engine was kept from overheating by cleverly incorporating a fan attached to the flywheel that forced air over the cylinder’s cooling fins, a design that remains to this day.
And so began Vespa motorscooter’s rapid rise in popularity that very quickly encompassed the entire world, eventually being produced in 13 different nations and totaling more than 15 million scooters sold in more than 50 years of production. Piaggio’s Scooters are still being made in plants in Italy, Germany, France, Japan, India, and other Asian nations. The Asian scooters being built today are not very different from the Vespa models made during the 1970s.
Piaggio’s only serious competition arose in 1947, when the Innocenti corporation began producing its Lambretta, outwardly similar but fundamentally different from the Vespa design. Where the Vespa scooter had a stressed-steel structure, Lambretta used a backbone frame. The suspension, drivelines, and most other details were also different. Most significantly, it was the Vespa design that became the archetypal scooter, identified as such around the world, while Lambretta always ran a distant second, until its last scooter in 1971.

SMALL CHANGES
Though updated many times over the years, the shape of every Vespa scooter is basically the same, from its contoured steel apron to its low, rounded-off rear. The steady progression of change in the details and mechanical parts endow every Vespa model with its own character, its own style, and its own personality. Naturally, some models have become more desirable than others, capturing a certain stylistic era or performance edge that sets its apart. Some have a stronger personality than others.

Like the VW Beetle, every Vespa scooter is a classic, its basic style staying the same but with the mechanical and stylistic details ever changing. And like the Beetle, it’s easy for many people to see all the Vespa models as looking the same. But when one starts looking more closely at the details, the various change made throughout the years, such as subtle contour changes in body style, taillights and trim, become easy to identify. Plus models come in various size and engine displacement, from the small-frame bikes with engine size ranging from 50-cc to 125-cc, to the bigger body with engine going up to the powerful 200-cc models.
One thing that has stayed the same is the one-cylinder, two-cycle engine that is the heart of every Vespa scooter. The first models were powered by a 98-cc two-cycle engine, rated at 3.3 horse-power, mounted horizontally, and acting directly on the drive wheel via a three-speed transmission. Although the engine changed over the years, the design stayed basically the same. Simple to maintain or repair, each two-stroke engine produces a surprising amount of power and torque for its size, allowing most of urban traffic. The bigger displacement models are able to go cross country touring in comfort.
The engine and transmission are durable and reliable. The Piaggio corporation had so much faith in the durability of Vespa transmissions that, during the 1960s, it provided all its scooters with a lifetime transmission warranty. But the two-stroke engine were also the downfall of the Vespa scooter in the United States, where pollution concerns created emissions standards that the engine could never pass. Piaggio temporarily suspended roles of scooters in the U.S. market in 1986, steering its production to other parts of the world.

gambar

the web address clubVESPA.co.uk is for sale - email for details
 
 

vkc

vespa konyen cameh prot

Berkas:Vespalogo

Riwayat revisi dari "Vespa"

Vespa adalah merek sepeda motor jenis skuter yang berasal dari Italia. Perusahaan induk dari Vespa, adalah Piaggio. Pada awal kedatangannya Vespa mempunyai saingan berat skuter Lambretta, sekarang otomatis Vespa sebagai motor skuter konvensional tidak mempunyai saingan lagi. Pasar sepeda motor Indonesia yang unik tidak memberikan kesempatan kepada Vespa untuk menjadi besar. Merek yang diedarkan oleh PT Dan Motor Indonesia ini mempunyai penggemar fanatik, dan klub-klub penggemar Vespa (terutama Vespa klasik) menjamur diberbagai kota di Indonesia, Juga sering disebut Piaggio Kodok karena mirip VW Kodok.dan vespa menjadi salah satu alat transportasi yang modern sampai saat ini. Vespa juga termasuk alat transportasi yang ekonomis, karena harganya yang relatif murah tapi tetap berkuali

vespa

2008 Vespa LX150

• LX 50
• LX 125
• LX 150
• LXV 50 (60th anniversary variant of LX50)

1963 VBB Standard 150

1962 Vespa 150 GL

[edit] Historic

• Paperino – the original prototype made in 1945 at Biella
• Vespa 150 TAP – A Vespa modified by the French military that incorporated an antitank weapon.
• VNC Super 125
• VBC Super 150
• VBA 150
• VBB 150
• 125 GT
• V9A
• VNA
• VNB 125
• Vespa U - U is for utilitaria (English - economic). 1953 model with a price of 110,000 Italian Lira (about US$175), 7,000 were produced
• GS 150
• GS 160
• SS 180
• Vespa 90 (3 spd)
• Vespa 50 (3 spd)
• SS50 (4 spd)
• SS90 (4 spd) - 90 SS Super Sprint
• 150 GL
• 90 Racer
• 125 TS

vespa

Modified Vespa as popular in the mods/skinhead culture.

In recent years, many urban commuters have purchased new or restored Vespas. A shortage of available parking for automobiles in large urban areas and the Vespa's low running costs are two

scooter

T5 Millennium from the PX series

Vespas came in two sizes, referred to as "largeframe" and "smallframe". The smallframe scooters came in 50 cc, 90 cc, 100 cc, and 125 cc versions, all using an engine derived from the 50 cc

vespa

scooter

Classic Vespas in Perth, Western Australia

MASALAH YANG SERING TERJADI SERTA PENYELESAIAN NYA

i. Karburator sering kotor atau spuyer tersendat Dalam masalah ini berdampak langsung dengan laju motor, motor dalam melaju tersendat- sendat atau motor malah sulit untuk hidup terkadang
pula busi sering mati terlihat dari ujung busi isolatornya berwarna hitam kelang yang mengakiobatkan hilang nya percikan api di busi Penyelesaiannya:
1. Bersihkan tangki bahan bakar dari kotoran dan karat
2. Periksa selang bensin dari kerak bahan bakar
3. Bersihkan karburator menggunakan kompresor angin perikasa kembali lubang- lubang spuyer jangan sampai ada kotoran yang tertinggal, ketelitian di tuntut dalam hal ini
4. Periksa ukuran lobang spuyer sudah pas belum jangan sampai kebesaran atau kekecilan. Bila kebesaran motor akan boros bahan bakar dan juga busi sering mati. Ukuran ubang spuyer berpatokan pada ukuran standar pabrik
5. Setingan atau penyetelan jarum ideal harus pas menurut pengalaman saya caranya denmgan menyetel stasioner karbu pada stelan tertinggi, lalu putar jarum ideal menggunakan obeng kekanan stelah berhenti putaran jarum kendorkan kembali ke kiri perlahan-lahan sampai terdengar suara mesin di putaran ter tinggi,

ROTASI ATAU PUTARAN MESIN

Tiga proses di atas menghasilkan rotasi atau perputaran mesin dan gir-gir yang ada di girbok di melalui KOPLING atau cluth yang berpungsi sebagai otomatis penetral putaran gir sesui dengan keinginan pengendara dalam gir bok terdiri dari GEAR PRIMER atau lebih di kenal dengan gigi borobudur rotasi dari gigi borobudur ini berhubungan langsung dengan GEAR SEKUNDER atau lebih dikenal sebagai gigi seri. Pengaturan transmisi dari kecepatan gigi 1 ke 4 doleh CRASH GEAR atau gigi silang pengaturan ini langsung di hubung kan ke kendali atau stang motor, keunikan mesin ini dalam mantransferkan tenaga tidak menggunakan sistem rantai. Dalam perawatan lebih murah dan mudah yang terpenting adalah ketelitian dan ka apikan kit menggunakan mesin ini.

RUANG BAKAR

Ruang bakar adalah satu ruang yang ada di dalam mesin vespa untuk menghasilkan tenaga berkapasitas 150 CC, di sini terjadi proses MIXTURISASI atau penyampuran antara bahan bakar berjenis bensin dengan udara KRUKAS atau poros engkol stelah bahan bakartercampur di transperkan oleh seher yang nya tlah terdorong oleh proses sebelumnya melelui rongga ransfering yang ada pada BLOK SILINDER, lalu bahan bakar mengalami penekannan ke ruang vakum yang ada pada HEAD SILINDER di sini lah terjadi ledakan hasil dari tekanan dan percikan api busi, sisa bahan bakar yang berjenis korbon dioksida dibuang ke udara lepas melalui lubang buang mengarah ke KNALPOT yang berfungsi menmanfaatkan gas buang sebagai kompresi balik untuk menyempurnakan proses selanjutnya, dan juga knalpot ini berfungsi sebagai peredam suara ledakan,

PENGAPIAN

Yang disebut Proses pengapian adalah terjadinya satu percikan api busi sebagai penyulut bahan bakar yang telah tercampur dan terbilas oleh poros engkol atau krukas yang ada dalam ruang bakar guna terjadinya ledakan yang menghasilkan dorongan seher. Api yang ada di busi daihasilkan dari SPUL PLATINA yang ada dalam medan magnet, setrum dari spul di stabilkan KONDENSATOR berukuran 2 farad lalu di sinyalkan atau sistem pemulsaran oleh PLATINA setrum yang melalui proses di atas di perkuat atau perbesar oleh KOIL, proses ini berdampak percikan api di BUSI berkekuatan lebih dari 4000 voltase dengan titik ampere lemah

I. KARBURATOR

Karburator adalah satu komposisi alat yang mengatur suplai bahan bakar ke ruang bakar, ini sebuah alat yang berkerja secara kinetik tanpa alat elektronik sipengendara hanya mengatur suplai udara melalui tuas gas yan ada distang kemudi lalu perangkat lainnya dari karburator menyesuaikan dengan sendirinya.

PRINSIP DASAR KINERJA MESIN VESPA

Prisip dasar kinerja dari pada mesin vespa ini berbasis dua tak atau dua langkah, langkah pertama adalah pembilasan serta percampurannya antara bahan bakar dan udara yang sebelumnya sudah di atur dari karburator, lalu langkah kedua proses penekanan bahan bakar keruang bakar sehingga terjadilah ledakan dari percikan api busi dan bahan bakar yang berakibat adanya dorongan seher yang memutar poros engkol dan kopling gir transmisi. Di bawah ini saya akan menjelaskan perangkat mesin vespa super yang terdiri dari

teknik vespa dasar vespa

Secara fisik, Skuter adalah jenis kendaraan bermotor roda dua (2) dimana pengendara dimanjakan dengan kontruksi kendaraan yang unik dan nyaman juga keamanannya dalam mengendarai. Menurut Sejarah, Skuter dalam bahasa Italy adalah ” Tawon” hal ini terobsesi dari bentuk atau skuter yang menyerupai Tawon. Skuter yang terlahir dari negara Italy ini di produksi oleh Piaggio ini bermerkkan VESPA

Lahir Kembalivespa

Pada akhir Perang Dunia II, pabrik Piaggio dibom oleh pesawat sekutu. Setelah perang usai, Enrico Piaggio mengambil alih Piaggio dari ayahnya (Rinaldo Piaggio). Pada saat itu perekonomian Italia sedang memburuk, Enrico memutuskan untuk mendisain alat transportasi yang murah. Enrico memutuskan untuk fokuskan perhatian perusahaannya pada masalah personal Mobility yg dibutuhkan masyarakat Italia. Kemudian bergabunglah Corradino D’Ascanio, Insinyur bidang penerbangan yang berbakat yang merancang, mengkonsep dan menerbangkan Helikopter Modern Pertamanya Piaggio. D’Ascanio membuat rancangan yang simple,ekonomis, nyaman dan juga elegan. D’Ascanio memimpikan sebuah revolusi kendaraan baru. Dengan mengambil gambaran dari tehnologi pesawat terbang, dia membayangkan sebuah kendaraan yang dibangun dengan sebuah “Monocoque” atau Unibody Steel Chassis. Garpu depan seperti Ban mendarat sebuah pesawat yang mana mudah untuk penggantian ban. Hasilnya sebuah design yg terinspirasi dari pesawat yang yang sampai saat ini berbeda dengan kendaraan yang lain.

ASAL MULA vespa

Sejarah vespa dimulai lebih dari seabad silam, tepatnya 1884. Perusahaan Piaggio didirikan di Genoa, Italia pada tahun 1884 oleh Rinaldo Piaggio. Bisnis Rinaldo dimulai peralatan kapal. Tapi di akhir abad, Piaggio juga memproduksi Rel Kereta, Gerbong Kereta, body Truck, Mesin dan Kereta api. Pada Perang Dunia I, perusahaannya memproduksi Pesawat Terbang dan Kapal Laut. Pada tahun 1917 Piaggio membeli pabrik baru di Pisa dan 4 tahun kemudian Rinaldo mengambil alih sebuah pabrik kecil di Pontedera di daerah Tuscany Italia. Pabrik di Pontedera inilah yang mana menjadi Pusat produksi pesawat terbang beserta komponen-komponennya (baling-baling, Mesin dan Pesawat) Selama Perang Dunia II, pabrik di Pontedera membuat P108 untuk mesin Pesawat dua penumpang dan Versi Pembom.

komunitas vespa di indonesia

Tahun 2011, cukup menyenangkan hingga Triwulan ke-empat. VIO cukup di sibukan dengan beberapa event yang memberi kesempatan kepada komunitas kita tercinta untuk hadir dan memeriahkan event tersebut. Pastinya merupakan sebuah kehormatan bagi VIO, dapat mewakili insan Vespa. Pada event-event tersebut, walaupun masih banyak kekuranagn di sana-sini. Tapi seluruh crew VIOer’s memberikan yang terbaik .. HEY!! The world watching on US!!!

komunitas vespa

Tawon

(Vespa mandarina) juga dianggap mengganggu perkembangan komunitas peternak lebah di Jepang karena serangannya bisa melenyapkan koloni ...

Italia

ada beberapa komunitas yang merupakan bagian Gereja Protestan , dan juga Bené Roma yang telah menjalankan ... Lihat pula : Vespa Referensi ...

Chiune Sugihara

menumpang kapal ke Kobe , Jepang ; di sana ada sebuah komunitas Yahudi Rusia. ... Amleto Vespa, Secret Agent of Japan : A Handbook to Japanese ...

 

The Amazing Race: Family Edition

sebuah Vespa , sebuah jet ski atau sebuah ATV , kepemilikan dari ... thumb | right | Saat berada di komunitas Amish di Pennsylvania ,salah ...

 

 

sejarah vespa

Vespa adalah merek sepeda motor jenis skuter yang berasal dari Italia. Perusahaan induk dari Vespa, adalah Piaggio. Pada awal kedatangannya Vespa mempunyai saingan berat skuter Lambretta, sekarang otomatis Vespa sebagai motor skuter konvensional tidak mempunyai saingan lagi. Pasar sepeda motor Indonesia yang unik tidak memberikan kesempatan kepada Vespa untuk menjadi besar. Merek yang diedarkan oleh PT Dan Motor Indonesia ini mempunyai penggemar fanatik, dan klub-klub penggemar Vespa (terutama Vespa klasik) menjamur diberbagai kota di Indonesia, Juga sering disebut Piaggio Kodok karena mirip VW Kodok.dan vespa menjadi salah satu alat transportasi yang modern sampai saat ini. Vespa juga termasuk alat transportasi yang ekonomis, karena harganya yang relatif murah tapi tetap berkualitas.