India
Among the models produced under license Lambretta Innocents Abroad, no doubt the Indian Ocean was one of the most successful and enduring. The only time in which to anoint the Lambretta scooters were built by two competing companies, the API and SIL
When the Lambretta was built in Bombay
The arrival of the Lambretta in the populous Asian country since before it came to pass through a synergy with the local API (Automotive Products India), a joint venture between public and private, based in Bombay. The first models were of the long-lived, simple and robust suited to local needs. The INNOCENT poses the requirement that the production would not be exported outside the country. With the addition of Li series in the early '60s, some cars were sent Li150 Mk2 removed from the parent and then be assembled in India, to reduce transportation costs and perhaps to gauge market acceptance of this model. The results were excellent and were set up production lines of Li Mk2 models in various versions of displacement, including even the 175cc. The production in India remained more economical in finishing and assembly than the innocent, but for the internal market was not very rich economically to ensure an excellent product at an accessible prices. Without great technical and aesthetic upheavals the robust API Lambretta Li Mk2 continued to be churned out even after the closure of production lines Lambrate (1971). Among the changes over the years have occurred with the first name change in 1971 when the SIL another Indian company that bought that year as soon as discontinued lines of Lambretta DL - GP Lambrate. The license to use the brand Lambretta thus passed to the new company and new name as the API took Poli and Lamby. Another update came in 1986 when they tried to redraw the lines of the venerable Li Mk2, slender with a modesty and a more tapered rectangular headlight reminiscent of the DL in the back of the scooter seemed a beacon of a generous size very similar to that of Vespa 70s. To try to give you a more streamlined streamline the side covers to make them more square. Of course, many details were used in plastic instead of aluminum ones. The commercial success hoped for by the manufacturer, especially abroad, and did not arrive until today there are few examples of this model, which was styled by a Japanese designer. The production was very small so that after some time the production lines were closed, perhaps because internal competition on the SIL was very strong over the arrival on the market of automatic scooters, Japanese design. Far more successful was the production of three-wheeled vehicles, the famous Lambretta motorized rickshaw, named Tuk Tuk highly exotic. These special TAXI still are seen in India carrying people.
SIL Lambretta
the continuation of the species is very different history for another big house in India, the SIL (Scooters India Limited) based in Lucknow. On closer inspection it can not be treated as a licensee company INNOCENT, since that was born after the closure of the Italian lines, and this will completely bought all the machinery of production Lambretta Lambro and three wheelers. Since 1974, both the two types of vehicles are baked by the same equipment that a few years before producing them to the banks of the River Lambro, reviving the name Lambretta. Both the DL Lambretta - GP Lambro and three wheelers were still very valid in terms of the project, given the fact that in Italy the latest versions had entered into production only a few years before the close, helped not a little to find the newborn SIL good receptivity of its products in addition to the internal market, also in the world, in ahead of all the British, as always lambrettistico of all. We know that the factories were not only products SIL scooters DL in the three classical capacities, but also models like the J-piece 125, in this case, we noted the presence of typical DL handlebar mounted in place of the original circular headlamp. As already mentioned, had the best of luck for the DL initially maintained lines and colors of the Italian version, in particular for export versions. Yes because the versions on the internal market were much poorer, so that the old rode solo seat like Li. What is certain is that the mythical lost not just DL 200, compared to that produced in the historic premises of Lombardy, it was no longer beautiful Campagnolo brake disc, now replaced by a common drum brake. Domestic production as we have said was cheaper and even more so when it became in the eighties were revised some parts of the body and engine. In the first place the front fender was rotating, then later appeared a new front fork, always cookies, but less clean line. I acquired the engine ignition 12 electron volts, which caused this particular warm welcome in the audience of aficionados of the legendary scooters. Lambretta ignition that even today many have bought them to mount their love and DL. Although the sale in Britain continues unabated, India heads towards the public other scooters, especially those machines, and cars are becoming increasingly attractive, as it happens as happened in Italy and all Europe at the turn of year '50-'60, the leadership of the SIL decreed the closure of the construction lines of scooters in the summer of 1997, the very year that begins on the fiftieth anniversary of the birth of the legendary Lambretta. The last Lambretta DL exit the assembly line was given by the importer to the English FA Rayspeed Museum Lambretta Club Of Great Britain. Still remain the SIL produces three wheelers Lambro in several versions with coachwork by modern tone, so as to appear on cars. Many hope a reboot of the production of scooters, for now India is a great reservoir from which to draw brand new parts and scooter parts. From
www.lambrettaspiega.it
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