Overview
The GTS 250 was introduced as a 2006 model in late 2005. Europe was the first to see availability, with units arriving in the US in early 2006. The introduction of the GTS 250 represented the first time fuel injection had ever been included on a Vespa. This, along with a larger engine (vs. the GT200) and improved handling, made the GTS 250 easily the most capable Vespa ever made to date.
Comparison to GT 200
The GTS 250 was originally assumed to be a replacement for the aging Vespa GT 200, as the two models didn't appear sufficiently different to warrant supporting both models. Piaggio, however, opted to continue selling the GT models side-by-side with the GTS for several years after its introduction.
In terms of design and engineering, the GTS has virtually the same metal frame as the GT, but with an uprated engine, differing plastic bodywork, seat, and a new electronic instrument cluster. On paper, there seems to be little difference in performance between the two models, the GT delivering a claimed 21hp vs. 22hp for the GTS.
Most people who have owned both, however, report that the GTS is significantly quicker in acceleration, with a smoother and quieter engine. Additionally, the GTS is fuel injected (vs a carburetor for the GT) making the GTS better suited to riding in varied elevations.
In terms of design and engineering, the GTS has virtually the same metal frame as the GT, but with an uprated engine, differing plastic bodywork, seat, and a new electronic instrument cluster. On paper, there seems to be little difference in performance between the two models, the GT delivering a claimed 21hp vs. 22hp for the GTS.
Most people who have owned both, however, report that the GTS is significantly quicker in acceleration, with a smoother and quieter engine. Additionally, the GTS is fuel injected (vs a carburetor for the GT) making the GTS better suited to riding in varied elevations.
Fuel Consumption
The official specifications issued by Piaggio indicate that the GTS will get 65-70 miles per US gallon. This is actually fairly close to being correct: in non-freeway settings, the GTS really does hit 70mpg (or even a bit more) fairly easily. When ridden on the freeway, though, mileage will drop as low as 50mpg.
The GTS has a 2.4 US-Gallon gas tank, which gives it a range of about 120 miles when ridden on the freeway, and almost 170 miles when ridden around town.
The GTS has a 2.4 US-Gallon gas tank, which gives it a range of about 120 miles when ridden on the freeway, and almost 170 miles when ridden around town.
Exhaust Issues
The GTS 250 is not without a couple of problems. The most significant problem lies in the design of the exhaust system, which is in two parts. The header pipe (sometimes called "down tube") is joined to the rest of the exhaust via a clamp, with a cylindrical gasket between the two pieces. This gasket is prone to wear, and will eventually fail. Upon failure, hot exhaust gas will leak from the joint between the two. On early GTS units (2006 and part of 2007 year models) the hot exhaust gas hits the rear brake line, and if left unchecked will melt the rear brake line, causing the rear brake to fail.
Piaggio addressed this problem in 2007 with a recall campaign. The recall procedure involved fitting an uprated clamp and a new down tube designed to deflect hot exhaust gas away from the brake line instead of toward it. The gasket itself is still prone to failure, but the result is less catastrophic than prior to the recall.
The exhaust issue was somewhat exacerbated by the fact that replacing the rear tire on the GTS requires removal of the exhaust. Some dealers (and shade-tree mechanics as well) opted to separate the exhaust from the down tube to remove the exhaust, rather than the proper procedure of removing the down tube at the header. Failure to replace the exhaust gasket during this operation (the gasket is considered a one-time-use item) would further increase the likelihood of exhaust failure down the road.
Since the recall campaign took place, far fewer incidents of exhaust failure have been noted here on Modern Vespa. This probably indicates that the uprated clamp, combined with increased awareness of the problem on the part of mechanics, has reduced the prevalence of the problem.
Piaggio addressed this problem in 2007 with a recall campaign. The recall procedure involved fitting an uprated clamp and a new down tube designed to deflect hot exhaust gas away from the brake line instead of toward it. The gasket itself is still prone to failure, but the result is less catastrophic than prior to the recall.
The exhaust issue was somewhat exacerbated by the fact that replacing the rear tire on the GTS requires removal of the exhaust. Some dealers (and shade-tree mechanics as well) opted to separate the exhaust from the down tube to remove the exhaust, rather than the proper procedure of removing the down tube at the header. Failure to replace the exhaust gasket during this operation (the gasket is considered a one-time-use item) would further increase the likelihood of exhaust failure down the road.
Since the recall campaign took place, far fewer incidents of exhaust failure have been noted here on Modern Vespa. This probably indicates that the uprated clamp, combined with increased awareness of the problem on the part of mechanics, has reduced the prevalence of the problem.
Frequently Asked Questions About This Model
Maintenance Procedures For This Model
GTS Battery Options
Video - GTS Battery Replacement
VIDEO - GTS300 Coolant Flush / Change Tutorial
Video - GTS Front wheel remove / install
Video - GTS inner legshield removal / installation
Video - GTS Rear Wheel Removal / Installation
Video - GTS Exhaust Removal / Installation
Video - EASY Clutch Nut Removal WITHOUT Compressor Tool!
GTS Brake Fluid Flush
GTS Fuel Pump Replacement
GTS Oil Change
GTS Rear Hub Oil Change
GTS Throttle Cable Adjustment
GTS Valve Lash Adjustment
Video - Dr Pulley Sliders Install
Video - GTS-CVT (drive belt/variator) Removal / Installation
Variator & Belt change - Pictures from MV workshop
Adjusting steering head bearings on a 250 GTS
Video - GTS Battery Replacement
VIDEO - GTS300 Coolant Flush / Change Tutorial
Video - GTS Front wheel remove / install
Video - GTS inner legshield removal / installation
Video - GTS Rear Wheel Removal / Installation
Video - GTS Exhaust Removal / Installation
Video - EASY Clutch Nut Removal WITHOUT Compressor Tool!
GTS Brake Fluid Flush
GTS Fuel Pump Replacement
GTS Oil Change
GTS Rear Hub Oil Change
GTS Throttle Cable Adjustment
GTS Valve Lash Adjustment
Video - Dr Pulley Sliders Install
Video - GTS-CVT (drive belt/variator) Removal / Installation
Variator & Belt change - Pictures from MV workshop
Adjusting steering head bearings on a 250 GTS
Popular Modifications For This Model
Manuals & Documents
User Manual, Parts Diagram, Owner's Handbook, Wiring Diagram
GTS Exhaust Bulletin
GTS Exhaust Recall Notice
Official GTS Specification
GTS 250: Torque Settings
GTS250ie : Electrical Diagram and Components
GTS250ie : Electrical Power Budget
GTS250ie : Wire insulation color codes
GTS250ie : Alarm Connector pin assignments
GTS250ie : Weight, Balance, and Center of Gravity
GTS Exhaust Bulletin
GTS Exhaust Recall Notice
Official GTS Specification
GTS 250: Torque Settings
GTS250ie : Electrical Diagram and Components
GTS250ie : Electrical Power Budget
GTS250ie : Wire insulation color codes
GTS250ie : Alarm Connector pin assignments
GTS250ie : Weight, Balance, and Center of Gravity
Color Choices
2006
For the introductory 2006 model year, the GTS was available in Dragon Red, Excalibur Gray, and Black.
2007
In the 2007 model year, Piaggio added Vintage Red to the existing lineup.
2008
In the 2008 model year, Piaggio dropped Vintage Red and added Yellow and Midnight Blue colors, retaining the original three colors from 2006.
Official Specifications
| ENGINE TYPE | Single cylinder, four-stroke, four-valve, electronic injection, catalytic QUASAR (QUArter liter Smooth Augmented Range) |
| CYLINDER CAPACITY | 244cc |
| BORE x STROKE | 2.8" x 2.36" (72 mm x 60 mm) |
| MAX POWER at SHAFT | 16.2 kW at 8,250 rpm (22 CV) |
| MAX TORQUE | 20.2 Nm at 6,500 rpm |
| MAX SPEED | 76 mph (122 km/h) |
| FUEL / TANK CAPACITY | Unleaded minimum 91 octane / 2.4 gallons (9.2 litres) |
| GAS MILEAGE | 65-70 mpg* |
| DISTRIBUTION | Chain driven SOHC (single overhead camshaft) |
| COOLING SYSTEM | Liquid |
| LUBRICATION | Wet sump, chain-driven lobe pump, filtration during aspiration and discharge |
| IGNITION | Electronic (with inductive discharge, variable spark advance and three-dimensional mapping) |
| GEARS CVT | (Continuously Variable Transmission) with torque server |
| CLUTCH | Automatic centrifugal dry clutch with dampers |
| CHASSIS | Load-bearing sheet steel chassis with welded structural supports |
| FRONT SUSPENSION | Single-sided trailing arm with dual chamber hydraulic shock absorber with coaxial spring |
| REAR SUSPENSION | Helical spring with adjustable four-position pre-load and two dual effect hydraulic shock absorbers |
| FRONT BRAKE | Ø 8.66" (220 mm) disc |
| REAR BRAKE | Ø 8.66" (220 mm) disc |
| FRONT TIRE | Tubeless 120 / 70, 12" |
| REAR TIRE | Tubeless 130 / 70, 12" |
| LENGTH | 76" (1,930 mm) |
| WIDTH | 29.7" (755 mm) |
| WHEELBASE | 54.9" (1,395 mm) |
| SEAT HEIGHT | 31.1" (790 mm) |
| DRY WEIGHT | 326 lbs (148 kg) |
| TYPE-APPROVAL | EPA and CARB |
Last Updated Tue Nov 29, 2022 10:30 am
