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Lambretta Lambro three wheeled vehicles

Innocenti had always produced three-wheelers alongside its motor scooters, from the earliest days when they started with the 125M series (later to become 'A'). Although there is a picture in the first A model leaflet, it is thought that none were ever produced. The FB is the first known three wheeled Lambretta to be produced in Feb of 1949. They were known in Italy as 'Furgone' vehicles, and all the model variants were prefixed with an 'F'. All models had their version of the three-wheelers, FA?, FB, FC and FD, then when cabs were introduced, they became FDC (the C for cabin).


The FB had the same back end as the Model B, but with reduced gearing to carry heavier loads. As this was a cheap commercial vehicle, most of the chrome work found on the B scooter, was replaced by painted items. Steering was by means of handle bar, again like it's two wheeled counter part, but it was very direct, using rods and ball ended joints, all made it not very nice to drive. There was a choice of wood or aluminium front boxes, or the FB could simply be purchased 'chassis only'. In all by the time production finished in March 1950, 2,001 FB's had been produced, all in a Metallic Blue finish.


Again as with the FB model, the superseding FC model was closely based on the C/LC scooter. The FC still retained the scooter rear end, to a commercial front end, unfortunately keeping the awkward steering. The brakes were hydraulically operated by a foot pedal, and the battery was moved onto the frame, instead of underneath the box, making maintenance easier. The runners on the FC model were made of aluminium, and there was now a choice of front box options to be had. Between December 1952 when production started, and when it ceased the following December in 1953, Innocenti produced 3,001 FC's, proving there was a growing market for small cheap commercial vehicles.

Lambretta FD Three-wheeler

The first in the series of FD models, was the 125 FD, which instead of the earlier FB and FC models now had the commercial box at the rear, with a scooter front, like a traditional tricycle, making steering much easier. The FD had a very similar front end to the D scooter, except with stronger front forks and dampers. Because the engine was now in the middle of the scooter, the final drive was by means of prop shaft to the rear wheels. The second series FD125 started production in January 1954, with few changes over the first series. The handle bars had different Teleflex gear change, new light switch and horn button, along with minor alterations to the rear brakes. FD's had a choice of open or closed rear boxes. Between December 1952 and December 1953, 4,841 series one FD's were produced, with the series two production taking over in January 1954. Series two production stopped in August 1955, after 8,280 examples had been made.

A 150cc version was first introduced in August 1955, based on the second series of FD. The 150cc along with a larger carburettor gave a little more hp over its smaller sister. teleflex cables gave way to two gear cables (push-pull) on the 150 models, and rear springs were of the leaf design, allowing a load carrying capacity of 350kg's.

Few changes were made to the third series of FD models introduced in January 1953, mainly they were now only available in 150cc engine size. Epicyclical kick-starter was used, as in the later Model D scooters, and 10mm wheel studs were favoured instead of the 8mm earlier ones, making then stronger. Amazingly they had a turning circle of 1.75m, with no reverse gear though. A spare wheel was carried under the frame. The last series models, were very nice to drive and came with many different options for load carrying purposes. Production ceased in June 1959. with 6,570 examples be built. The series 3 FD was continuing to be sold into the sixties in the UK, as sales were very slow, probably due to the fact we do not share Italy's nice weather!





Although closely based on earlier FD models, the FDC now had an enclosed cab for the driver, hence the last designation in its model, 'C' for cabin. The driver now could be protected from the elements, although if you wish to have doors, they were charged as an added extra at 12 10s 6d per pair on top of the 238 10s 0d machine cost. The FDC still retained scooter handlebars, but gained bench type seating (which lifted to allow access to the engine), side and rear indicators, selectable reverse gear and manually operated windscreen wipers. These wipers were operated by means of pushing a lever from within the cabin, from side to side! Handle starting, and a huge range of different boxes available, from articulated trailer to paraffin drums, along with its low running costs, made these models particularly attractive to local councils to which they were marketed at.
Between October 1957 and May 1959 12,118 examples were made by Innocenti.


With the FLI came a new 175cc engine and four speed gearbox along with reverse. At first it still kept the narrow cab and hand start arrangement as for the FDC, nut the handlebars were changed to that of the series one Li scooter. The steering gained a friction pad and knurled screw underneath, which could be tightened in rough driving conditions to stop the steering from wobbling! Electric's were six volt, and the FLI could be had with an optional electric wind screen wiper. The rear light retained the Model D rear light, but with an extra bulb holder for a brake light. A tool box was provided behind the cab, to carry a jack and wheel spanner, while a spare wheel was carried in a cradle at the rear. Starting in July 1959, 10,608 series one FLI's were made when the series two took over in July 1960

The second series FLI was Innocenti's most successful three wheeled product. A whopping 71,681 examples were made in a manufacturing period spanning over five years. A redesigned cab, now the same width as the rear box, a kick start replaced the earlier pull start models. On the front of the cab was a new larger mudguard, along with side lights and indicators. On the rear was a cluster of lights, a rear window was fitted into the canvas blind.



Lambro 200

The Lambro 200 had the biggest engine that Innocenti used on their three wheelers, 200cc's. Many things were changed over the FLI, most importantly the chassis had a main tube running through to the rear, rather than cross struts. Tyre and wheel sizes were increased to 10", front forks were completely redesigned, they appeared to be put in back to front, but were in fact leading instead of trailing links. Front dampers and a small dashboard with speedo and choke knob, were other improvements. A new fuel tank was fitted underneath the scooter, meaning you had to open a door to fill the tank up!
Production was between June 1963 and July 1965, with 18,947 models being made, from the many choices of back boxes or bare chassis available.


Lambro 450

The Lambro 450 made larger steps into a traditional car/van cabin. 12volt electric's allowed such extras as electric wipers, dash mounted warning lights, and electric starting being offered.
Between October 1965 and April 1966, 9,541 models were made. It's 175cc engine made it capable of almost 50mph from its 7bhp output. Maximum payload was a staggering 8,821 lbs, which gave the Lambro a greater carry weight than a mini van, whilst still capable with gentle throttle control of over 100 miles to the gallon.

Lambro 550

Starting production in August 1965, the 550 was the last Lambro in the old styling. It had twin headlights, combined indicators and side lights, new front grille and horn cover which was detachable with badges on it. The engine now featured an alternator, which was driven by a fan belt from the flywheel, the stator merely became a plate with points attached to it. A dash board mounted push button electric start was the most popular choice on the new 550.
Production ceased in March 1959, with 13,806 models made.


Lambro 550N

Lambro 500L

The 500L's engine was mounted behind the cab, and the frame changed to accommodate it. A 175cc engine 12v electric's, and a dynomotor which acted as a starter and and charger were added. The prop was very short, with rubber 'doughnuts added at each end to smooth everything out. A new cabin heater featured, which was basically air from the hot engine, re-directed to the cabin, this system could be switched off by a flap when not needed.
Production was between June 1967 and February 1969, with 7,758 being made.


Lambro 550A

The 550A's chassis was made of pressed steel, but with punched holes in it to save weight. The rear mudguards were attached to the chassis, allowing the rear cargo area to be free to move.
Production between February 1968 February 1969, turned out 5,906 examples.


Lambro 550V

The 550v moved to rear mounted engine, and now carried an option of either handle bars or steering wheel. The cabin was re-designed to a more square modern looking shape(?) Pedals were moved to the floor for most of the controls, the cabin was decorated in a black painted finish. Again a heater system featured a large bore hose from the head cowling to the cabin, with moveable flap to regulate the heat.
8,266 models were made between February 1969 and December 1969.


Lambro 550M

The steering wheel was off set to one side, so now a passenger could be carried, and if the option of the steering wheel was taken (you could still choose handlebars), clutch and brake pedals could be found on the floor. The boxes featured reverse indentations, and were fitted with half steel and half plastic rear mudguards.
2,591 models were produced between March 1969 and December 1969


Lambro 500ML

The 500ML was available in both 175 and 200cc engine sizes. A much squarer shape and better fitting doors were all new to this model. Wheels had cast hubs, and all trims and coverings were finished in black. The engine was moved outside the cab, to cut down on noise and smell.
January 1970 to November 1971 saw 5,128 models .made...


Lambro 600M

11,372 models of the 600M were produced between January 1970 and November 1971, and could carry loads up to 600kg. The M only was available with scooter like handle bars, which was popular as not everybody liked to drive a car. All three brakes were operated by one foot pedal, removing the front brake from the handle bars. Back boxes were now available with a tipping option, allowing loads to be shed, and easy access to the engine and gearbox. A GP style 'i' badge was located on the front


Lambro 600V

The last model produced started life in January 1970. The V was exactly the same as the M model, except for car like steering wheel. This was again off set to allow for a passenger. The carburettor was rubber mounted, between two rubber hoses. One went to the air filter the other to the manifold.

Jacking points front and rear, heavy duty rear springs, along with extra hydraulic damping, were all features of the last three wheeled scooter to roll off the production lines at Innocenti after 25 years of all the various models.

The tooling for the 600 range, was all sold off to Scooters India, and is still being produced today.





Based on a Lambretta three wheel chassis, the Lambretta 'Fire-Fly' DJM3 was designed for factories, fire control, Civil Defence, rescue work e.t.c. It can operate in narrow gangway and carries 2x CO2, 2x dry powder , 2x water pump extinguishers, as well as dual-purpose ladder, stretcher, 100ft of rope, monitor bell, fire axes, crowbars and so on. Engine is 175cc with a maximum speed of 48mph and can travel 100 miles using 1.3 gallons.


Lambro passenger rickshaw

Lambro Pickup

Lambretta Club Of Vietnam