The first time I saw the Vespa GTS 300 under the golden sunrise of the Sahyadri hills, I smiled. That iconic Vespa silhouette, the wide body, the soft rounded panels, it looked straight out of a European postcard. But beneath that charming, familiar exterior, this wasn’t just a style statement. What followed over the next two days of riding through misty ghats, steep climbs, and dusty trails proved something clear: the Vespa GTS 300 isn’t just for the city café runs. It’s a well-built, capable machine that surprised me at every curve of the mountain. Let’s get into it, piece by piece,because this scooter deserves it.
Good Handling, Good Brakes
I started my journey early in the morning near Panchgani, where the roads are often smooth but full of blind turns and elevation changes. The first few kilometers gave me all I needed to feel how the reworked front single-sided swing arm changes the ride. There’s a new strut added to the front suspension, a small tweak on paper, but on the road, it made a world of difference. The GTS 300 felt solid. Over uneven patches, small potholes, and even that patch of loose stones near Mahabaleshwar market, the scooter held its line perfectly. It didn’t wobble or twitch the way many scooters do when the surface changes suddenly. Cornering down the steep bends near Tamhini Ghat, I braked a lot, partly because of the traffic, but also to test the system. And I was impressed. The braking setup with a redesigned master cylinder gave me excellent bite. Whether I was slowing from 40 or even 80 km/h, the scooter responded immediately. No drama. No nose dives. No delay. Just solid stopping power. Even with a pillion, the suspension didn’t bottom out, and the GTS 300 maintained its poise. That’s not something I can say for most scooters. The seat also helped, its narrow front design meant that I could easily plant my feet at stops, especially important when you’re riding through hilly areas and the road camber is unpredictable. In short, Vespa didn’t just polish the looks. They made the ride tighter, safer, and more controlled. And on unpredictable roads like those in the Sahyadris, that matters.
Easy to Handle
You might think the GTS 300, with its wide build and steel body, would be bulky to manage. But that’s where it caught me off guard. Climbing the narrow forest trails near Mulshi, where roads are half asphalt and half dirt, the light steering and balance made the GTS 300 feel like an extension of my own body. I could lean into turns, correct mid-line, and even do tight U-turns on single-lane patches without breaking a sweat. At 160 kg, it sounds heavy for a scooter, but the weight is well-balanced. Nothing felt top-heavy or clunky. In fact, the wider handlebar gave me a stronger grip and helped with better leverage. That came in handy during long hours of riding, less fatigue on the wrists and more confidence in tricky spots. There’s also the small stuff that made a big difference during real-world riding. Like the keyless start. I didn’t have to remove gloves to fish out keys. Just press the starter and go. Even the under-seat storage, though not massive, was enough for essentials. And yes, flipping the seat up to refuel was smooth and didn’t require any fuss. I also liked the cockpit layout. There’s an analog speedo on top and a small LC display below, and everything’s clear, easy to read, even in harsh sunlight. I hooked up my phone via the Vespa app, which gave me some navigation help. It’s not flashy, but it works, and that’s exactly what you want while riding through remote terrain with patchy network. The mirrors stayed stable, even during slightly bumpy rides, and the grips had a nice rubber texture that gave good feel. All these things added up to a riding experience that felt effortless and intuitive.
14 and 24 HP Engine
Now let’s talk about the heart of the machine. Or rather, the two hearts,because I rode both the 125cc and the 300cc versions on this trip.
The 125cc GTS Super – A Calm Cruiser
The 125cc version produces 14 hp, and honestly, it’s perfect for slow-paced rides and city stretches. On the flatter roads near Wai, it cruised happily at 50–60 km/h, and the automatic start-stop worked beautifully during traffic halts or tea breaks. The fuel economy was great, about 2.4 liters per 100 km, and with the 7-liter tank, I got a real-world range of over 250 km. That’s enough for a day of riding with peace of mind. But the moment I tried climbing sharp inclines or needed to overtake a slow-moving truck, the engine felt a bit out of breath. It could manage, yes, but it took a bit of patience. This engine is best if your riding is mostly on even terrain, in the city, or if you just enjoy a relaxed pace.
The 300cc GTS Super – Power With Grace
Now here’s where the fun really began. The 278cc single-cylinder engine, producing 23.8 hp, is smooth, quiet, but quick when you need it. Riding through Amboli Ghat, I opened the throttle on a straight stretch and hit 90 km/h without even realizing it. What impressed me most was the torque delivery, smooth, linear, and available almost instantly. Climbing steep sections with a pillion? No issue. Cruising on a plateau at 70–80 km/h? Effortless. Even with my camera backpack in the storage area, the scooter didn’t lose its rhythm. Fuel consumption hovered around 3.3 liters per 100 km, and the 8.5-liter tank gave me around 270 km of real-world range. For a scooter this powerful, that’s not bad at all. Also, this engine is quiet and refined. Even after two hours of continuous riding, the engine sound didn’t get irritating or loud. It’s a mature, well-tuned motor that respects your comfort.
Vespa GTS 300 / 125: Technical data, prices
| Manufacturer levies | (125cc version) |
| Motor | Water-cooled single-cylinder four-stroke engine, 278 (125) cc displacement, four valves per cylinder, 17.5 kW/23.8 hp at 8250 rpm (10.3 kW/14 hp at 8750 rpm), 26 Nm at 5250 rpm (12 Nm at 6750 rpm); injection, centrifugal clutch, CVT, anti-skid control (ASR), (start-stop control) |
| chassis | Self-supporting sheet steel body, front swing arm with mono-shock, two shock absorbers (preload adjustable in 4 positions) at the rear, cast aluminum wheels, tires 120/70 – 12 (front) or 130/70 – 12 (rear), 220 mm single-disc brake at the front and bottom of the rear, ABS |
| Dimensions and weights | Wheelbase 1385 mm, seat height 790 mm, weight ready to drive 160 kg (147 kg), payload 180 kg; fuel consumption according to the WMTC cycle 3.3 (2.4) l/100 km, fuel tank capacity 8.5 l (7 l). Top speed 120 (100) km/h (74.6 mph). |
| Price | 7199 (6199) euros |
Conclusion
By the time I parked the Vespa at a small dhaba near the base of Sinhagad Fort, dusty and tired but fully satisfied, I realized this wasn’t just a scooter test. It was a real journey. A reminder that style and substance don’t have to live in separate worlds. The Vespa GTS 300, with its updated suspension, strong brakes, easy handling, and two versatile engine options, handled everything the Sahyadris threw at it. Whether it was misty mountain mornings, hot afternoon climbs, or tight village lanes, it never once let me down. Yes, the under-seat storage could be better. And yes, 12-inch wheels aren’t ideal for rough trails. But none of that mattered when the ride felt this stable, this smooth, and this enjoyable.It’s still a Vespa, still beautiful. But now, it’s also tough, refined, and ready for more than just pretty city roads.
Would I ride it through the mountains again? Absolutely!
