[1] From their inception, Vespa scooters have been known for a painted, pressed steel body which combines, in a unified structure: a full cowling enclosure around the engine concealing dirt or grease, a flat floor panel protecting the feet, and a prominent front fairing to divert wind and rain.

[2] In 1944 Piaggio engineers Renzo Spolti and Vittorio Casini designed a motorcycle with bodywork fully enclosing the drivetrain and forming a tall splash guard at the front.

In addition to the bodywork, the design included handlebar-mounted controls, forced air cooling, wheels of small diameter, and a tall central section that had to be straddled.

[3] D'Ascanio, who had earlier been consulted by Ferdinando Innocenti about scooter design and manufacture, made it immediately known that he hated motorcycles, believing them to be bulky, dirty, and unreliable.

On 23 April 1946 at 12 o'clock in the central office for inventions, models and makes of the Ministry of Industry and Commerce in Florence, Piaggio e C. S.p.A. took out a patent for a "motorcycle of a rational complexity of organs and elements combined with a frame with mudguards and a casing covering the whole mechanical part".

The scooter had rigid rear suspension and small 8-inch (200 mm) wheels that allowed a compact design and plenty of room for the rider's legs.

The Vespa's enclosed, horizontally mounted 98 cc two-stroke engine acted directly on the rear drive wheel through a three-speed transmission.

A cooling fan similar to that used on the MP5 "Paperino" prototype was included in the design of the production Vespa, and the grilles were removed from the fender.

The application documents referred to a "model of a practical nature" for a "motorcycle with rationally placed parts and elements with a frame combining with mudguards and engine-cowling covering all working parts", of which "the whole constitutes a rational, comfortable motorcycle offering protection from mud and dust without jeopardizing requirements of appearance and elegance".

The company was aiming to manufacture the new Vespa in large numbers, and their longstanding industrial experience led to an efficient Ford-style volume production line.

The scooter was presented to the press at Rome Golf Club, where journalists were apparently mystified by the strange, pastel coloured, toy-like object on display.

In 1952, Audrey Hepburn side-saddled Gregory Peck's Vespa in the feature film Roman Holiday for a ride through Rome, resulting in over 100,000 sales.

In 1956, John Wayne dismounted from his horse in favor of the two-wheeler to get between takes on sets,[8] and Marlon Brando, Dean Martin, and the entertainer Abbe Lane had become Vespa owners.

By the mid-1950s, Vespas were being manufactured under licence in Germany, the United Kingdom, France, Belgium and Spain; in the 1960s, production was started in India, Brazil and Indonesia.

One of the best-loved models was the Vespa 150 GS introduced in 1955 with a 150 cc engine, a long saddle, and the faired handlebar-headlamp unit.

In 1999 Morgan Grenfell Private Equity acquired Piaggio, but a quickly hoped-for sale was dashed by a failed joint venture in China.

Continual management changes and great sums spent on many different plans and products had saddled Piaggio with debt and left it vulnerable to competition from cheaper Asian rivals.

In October 2003 Roberto Colaninno made an initial investment of €100 million through his holding company Immsi S.p.A. in exchange for just under a third of Piaggio and the mandate to run it.

Chief executive Rocco Sabelli redesigned the factory to Japanese principles so that every Piaggio scooter could be made on any assembly line.

In 2004, the PX (model year 2005) was reintroduced to North America to meet market demand for the classic Vespa design.

The bike in 2006 spawned the iconic GTS-250ie version, with an upgraded suspension and the new QUASAR (QUArter-liter Smooth Augmented Range) 250 cc fuel-injected engine, capable of 80+ mph.

The cultural use of the scooter as a recreational vehicle with a sub-cultural following in the US, Canada and parts of Europe and Japan has also contributed to the rise in Vespa ownership.

Their counterparts, the rockers rode classic British motorcycles such as Triumph Bonneville and BSAs, and needed to wear leathers against the elements.

The dominance of the Vespa declined through the 1970s, as small car ownership increased and cheap and reliable commuter bikes like the Honda Super Cub hit sales.

Despite the introduction of the more modern 'P' range in the 1970s, the lack of development cost Vespa, and like other markets, the sales fell off drastically in the economic boom of the 1980s.

These were the premier brands of scooters, bringing premium pricing to many, including farmers, whose link to the outside world was via purchases made in these catalogues.

Vespa restarted its American sales effort, opening its first boutique on Ventura Boulevard in Sherman Oaks, California.

They have recently started exporting to India for the first time (traditionally, that market was served by licensed Indian versions of the Vespa made by LML and Bajaj).

[21] Danmotor Vespa Indonesia (DMVI) was a joint venture between Indonesian interests and the East Asiatic Company, which was based in Denmark.

In 1951 the financially troubled motorcycle manufacturer Douglas started production of Piaggio licensed Vespa scooters in Bristol, with a market to include some Commonwealth countries as well as the UK.